Vehicle-mounted HMI interface self-adaption method and device and electronic equipment

Abstract

The invention provides a self-adaption method and device for a vehicle-mounted HMI interface and electronic equipment, relates to the technical field of automobile man-machine interaction, and aims to trigger adjustment of the HMI interface based on an operation intention signal of a user and capture a real adjustment demand indicated by the operation intention signal in combination with a driving scene, so that a traditional instruction-response single mode can be broken through, and the user experience is improved. And scene-intention-demand deep association is realized, and the rationality and pertinence of an operation response result are ensured. Besides, the HMI interface is determined according to the rudder information and the regionalized configuration data of the vehicle, the problem of cross-vehicle-type and cross-region adaptation can be solved from the source, the universality of an interface basic framework is achieved, and the research and development and adaptation cost is reduced.

Description

Technical Field

[0001] This invention relates to the field of automotive human-machine interaction technology, and in particular to an adaptive method, device, and electronic device for an in-vehicle HMI interface. Background Technology

[0002] With the globalization and intelligentization of automobiles, the in-vehicle human-machine interface (HMI) has become the core carrier for interaction between drivers and passengers and vehicles. The coexistence of left-hand drive (LHD) and right-hand drive (RHD) vehicles globally has created an urgent need for cross-driveway adaptation of the HMI interface. Because the driver positions are reversed in these two vehicle types, core HMI components such as the instrument panel, central control screen, and interactive buttons require targeted adjustments to their layout and interaction logic. However, existing adaptation technologies have many fundamental flaws and are insufficient to meet practical application requirements.

[0003] Most solutions adopt a dual-version development model, designing independent UIs and corresponding code for left-hand and right-hand drive vehicles. This requires separate R&D, testing, and iteration work, which not only significantly increases R&D costs and project cycles but also easily leads to problems such as asynchronous functions and inconsistent bug fixes between the two versions, severely restricting the efficiency of global promotion of the vehicle models. Some solutions only achieve adaptation through simple left-right geometric flipping. This method can only adjust the interface layout and position, but cannot adapt to the regulatory requirements, text direction, and differences in units of measurement in different regions. Furthermore, it is difficult to achieve dynamic adaptation in combination with driving scenarios, greatly reducing its practicality.

[0004] Meanwhile, existing solutions mostly focus on driver-side adaptation only, without considering the needs of the co-driver to assist in operation. They lack the ability to flexibly switch between operating subjects, making the co-driver's operation cumbersome and easily interfering with the driver's focus on driving. Moreover, the fixed layout or simple mirror adaptation of existing technologies can easily lead to key prompts being obscured and core interaction buttons being deviated from the driver's comfortable operating area, increasing the risk of driver distraction and posing safety hazards.

[0005] In summary, existing technologies cannot simultaneously address core requirements such as R&D cost control, multi-scenario adaptation, convenient interaction among multiple stakeholders, and driving safety. There is an urgent need for an intelligent adaptive safety interaction solution that allows for "one UI to adapt to multiple steering classes" to systematically solve the aforementioned technical challenges. Summary of the Invention

[0006] The purpose of this invention is to provide an adaptive method, apparatus, and electronic device for in-vehicle HMI interfaces to solve the aforementioned technical problems.

[0007] In a first aspect, the present invention provides an adaptive method for an in-vehicle HMI interface, characterized in that the method includes: responding to a preset user's operation intention signal for a preset HMI interface; wherein the preset HMI interface is constructed based on the steering information of the target vehicle and preset regional configuration data of the target vehicle; determining the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located; and adjusting the preset HMI interface based on the operation response result so that the preset HMI interface meets the adaptive adjustment requirements corresponding to the operation intention signal.

[0008] In conjunction with the first aspect, the present invention provides a first implementation of the first aspect, wherein the step of responding to the detected user's operation intention signal for a preset HMI interface includes: monitoring user status data of a preset user of a target vehicle through a preset multi-dimensional sensing module; determining the preset user's operation intention for the HMI interface based on the interface interaction behavior detected by the user status data; and generating an operation intention signal corresponding to the preset user based on the operation intention.

[0009] In conjunction with the first aspect, this embodiment of the invention provides a second implementation of the first aspect, wherein the multi-dimensional sensing module includes an eye-tracking module, a hand proximity sensor, and an in-vehicle voice recognition module. The step of determining a preset user's intention to operate on the HMI interface based on user state data and monitored interface interaction behavior includes: if the hand proximity sensor indicates that the preset user's hand triggers the HMI interface, determining that the preset user intends to trigger a touch operation; if the eye-tracking module indicates that the preset user's eye gaze is focused on a preset interface element of the HMI interface, determining that the preset user intends to trigger an operation on the interface element; and if the in-vehicle voice recognition module indicates that preset voice data is detected targeting the HMI interface, determining that the preset user intends to trigger a voice operation on the HMI interface.

[0010] In conjunction with the first aspect, this embodiment of the invention provides a third implementation of the first aspect, wherein the interface operation object indicated by the operation intent signal includes: a logical container of the HMI interface, or a preset control in the logical container; wherein the logical container is configured with redundant controls, and the redundant controls are matched with the operation permissions of the preset user; when the interface operation object is a logical container, the preset user triggers the redundant controls based on the corresponding operation permissions to generate an operation intent signal for the logical container.

[0011] In conjunction with the first aspect, this embodiment of the invention provides a fourth implementation of the first aspect, wherein the step of constructing a preset HMI interface for the target vehicle based on the steering wheel information of the target vehicle and the preset regionalized configuration data of the target vehicle includes: dividing the HMI interface into multiple logical containers according to preset interface display requirements; wherein the logical containers include a driver main information area, a central control function area, a passenger assistance area, and a system status area; determining whether the target vehicle is a left-hand drive vehicle or a right-hand drive vehicle based on the steering wheel information of the target vehicle, and determining the preset reference position of the driver main information area; constructing initial layout parameters and control parameters for each logical container based on a preset constraint layout algorithm and grid system, combined with the preset regionalized configuration data of the target vehicle; the control parameters include the initial orientation parameters of the mirrored controls; and constructing the preset HMI interface corresponding to the target vehicle based on the initial layout parameters, control parameters, and preset reference position.

[0012] In conjunction with the first aspect, this embodiment of the invention provides a fifth implementation of the first aspect, wherein the preset HMI interface is further configured with a pop-up control, the pop-up control being at a higher level than the logical container of the preset HMI interface; the step of adjusting the preset HMI interface based on the operation response result further includes: matching the response pop-up control with the preset logical container of the preset HMI interface; and adjusting the preset logical container accordingly based on the detected operation signal of the preset user on the pop-up control.

[0013] In conjunction with the first aspect, this invention provides a sixth implementation of the first aspect, wherein the step of determining the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located includes: determining the function call priority corresponding to the operation intention signal based on the user attributes of the preset user corresponding to the operation intention signal; the user attributes include driver or passenger; constructing driving scenario boundary conditions corresponding to the operation intention signal based on the safety level of the vehicle driving scenario in which the operation intention signal is located and the user attributes; the driving scenario boundary conditions include constraints on the executable range of the function and the adjustable range of the interface; and generating the operation response result corresponding to the operation intention signal based on the driving scenario boundary conditions and the function call priority.

[0014] Secondly, embodiments of the present invention provide an adaptive device for an in-vehicle HMI interface. The device includes: a response module, configured to respond to a detected operation intent signal from a preset user targeting a preset HMI interface; wherein the preset HMI interface is constructed based on steering information of a target vehicle and preset regionalized configuration data of the target vehicle; a data processing module, configured to determine an operation response result corresponding to the operation intent signal based on the vehicle driving scenario in which the operation intent signal is located; and an execution module, configured to adjust the preset HMI interface based on the operation response result, so that the preset HMI interface meets the adaptive adjustment requirements corresponding to the operation intent signal.

[0015] Thirdly, embodiments of the present invention provide an electronic device including a processor and a memory, wherein the memory stores machine-executable instructions that can be executed by the processor, and the processor executes the machine-executable instructions to implement the adaptive method of the vehicle HMI interface of any of the above embodiments.

[0016] Fourthly, embodiments of the present invention provide a machine-readable storage medium, characterized in that the machine-readable storage medium stores machine-executable instructions, which, when called and executed by a processor, cause the processor to implement the adaptive method of the in-vehicle HMI interface of any of the above embodiments.

[0017] The embodiments of this invention bring the following beneficial effects: These embodiments provide an adaptive method, device, and electronic device for an in-vehicle HMI interface. Based on the user's operational intent signal, the HMI interface is adjusted, and the actual adjustment needs indicated by the operational intent signal are captured in conjunction with the driving scenario. This breaks the traditional single command-response mode, achieving a deep association between scenario, intent, and need, ensuring the rationality and relevance of the operational response results. Furthermore, the HMI interface of these embodiments is determined based on the vehicle's steering information and regional configuration data, which can solve the cross-vehicle and cross-regional adaptation problem from the source, achieving the universality of the interface's basic framework and reducing R&D and adaptation costs.

[0018] Other features and advantages of the invention will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the techniques described above.

[0019] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0020] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0021] Figure 1 A flowchart illustrating an adaptive method for an in-vehicle HMI interface provided in an embodiment of the present invention; Figure 2 A flowchart of another adaptive method for an in-vehicle HMI interface provided in an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the construction of an HMI interface provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the adaptive adjustment of the HMI interface provided in an embodiment of the present invention; Figure 5 A schematic diagram of the structure of an adaptive device for an in-vehicle HMI interface provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0023] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0024] This invention provides an adaptive method, device, and electronic device for an in-vehicle HMI interface, which can achieve intelligent adaptation in left- or right-hand drive vehicles and different driving task scenarios, taking into account both the convenience and safety of the driver and the co-driver.

[0025] To facilitate understanding, an adaptive method for an in-vehicle HMI interface provided in an embodiment of the present invention will be described first, referring to... Figure 1 The method includes the following steps: Step S102: The system detects the preset user's intention to operate on the preset HMI interface.

[0026] Existing HMI systems interpret user intent at only the level of basic command response, lacking proactive adaptive capabilities based on intent and scenario, and thus failing to match real-time user needs. To address this, this invention monitors user intent to achieve HMI interface adaptation. The preset user is an authorized user of the target vehicle's HMI system, which may include the driver, front passenger, or rear passenger. The user's intent signal is captured by the HMI interaction terminal and is used to trigger the HMI system to perform specific operations, such as clicking a navigation icon, using the voice command "turn on the air conditioning," or adjusting the volume with steering wheel buttons. By capturing the corresponding intent signal, dynamic interaction between the user and the interface is achieved. Unlike traditional methods that only capture commands, this invention accurately identifies user needs based on intent signals, avoiding interface adjustment deviations caused by merely responding to surface-level commands.

[0027] Furthermore, traditional HMI interfaces are mostly fixed layouts, only preset based on parameters of a single vehicle model. The preset HMI interface of this invention is constructed based on the target vehicle's steering wheel type information and preset regional configuration data. For example, for left-hand drive vehicles, the core operating areas of the HMI interface (such as navigation shortcut buttons and air conditioning control areas) are pre-positioned on the left side of the central control screen (to the driver's right) to ensure easy access for the driver; for right-hand drive vehicles, the core operating areas are pre-positioned on the right side of the central control screen to accommodate right-hand drive driving habits. Simultaneously, this interface is generated based on preset regional configuration data. For example, for vehicles in the US market, the speed unit is set to miles per hour, the default language is English, and the in-vehicle phone and satellite radio functions are highlighted; for vehicles in the Chinese market, the speed unit is set to kilometers per hour, the default language is Chinese, and navigation, in-vehicle WeChat, and vehicle networking services are prioritized. The interface layout also complies with Chinese road regulations regarding the safety requirements of in-vehicle display devices (such as avoiding obstruction of the driver's view). Based on this, compared with the traditional fixed interface construction method, the embodiments of the present invention do not require separate development for different steering classes and different regions. They can be quickly adapted through parameter configuration, which greatly reduces the R&D cost and adaptation cycle and improves the interface universality.

[0028] Step S104: Determine the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located.

[0029] Vehicle driving scenarios are categorized based on the real-time operating status of the target vehicle, environmental parameters, and user behavior. These scenarios include highway driving, urban congestion, parking, rest stops, and driving in adverse weather conditions (rain, fog, snow). Traditional HMI systems respond out of context, leading to inappropriate interface information adaptation. This invention provides scenario context for interpreting operational intent signals, clarifying the user's core needs in different scenarios (e.g., simplifying the interface and highlighting navigation and vehicle speed information in highway scenarios; magnifying the reversing image and displaying surrounding obstacle information in parking scenarios). This ensures the system response better matches the user's real-time needs, avoids redundant interface information or missing key information, and improves driving safety and ease of operation.

[0030] The operation response result is the system's required operation and interface adjustment criteria determined based on the operation intent signal and the corresponding driving scenario. This may include function execution instructions (such as starting navigation or adjusting air conditioning temperature) and interface adaptation parameters (such as information display priority, interface layout adjustment direction, font size, and brightness). It is used to translate user operation intents into executable interface adjustment schemes, achieving a precise match between operation requirements and interface adaptation, ensuring that interface adjustments do not deviate from user needs, while also considering scenario adaptability and improving the rationality of adaptive adjustments.

[0031] Step S106: Based on the operation response results, adjust the preset HMI interface so that the preset HMI interface meets the adaptive adjustment requirements corresponding to the operation intention signal.

[0032] In this embodiment of the invention, the corresponding adaptive adjustment requirements include layout adjustment requirements (such as offsetting the position of core function buttons), information display requirements (such as hiding redundant information and enlarging key information), and interaction method adjustment requirements (such as enlarging the size of touch buttons and increasing the priority of voice interaction), etc., to ensure that the adjusted interface conforms to the user's real-time operation needs and scenario characteristics. By combining operation intent signals and driving scenarios to adaptively adjust the interface, the HMI interface can have dynamic optimization capabilities, adapting to different scenarios and needs without manual user intervention, thereby improving interaction efficiency and user experience.

[0033] In summary, this invention's embodiments trigger HMI interface adjustments based on user operation intent signals and capture the actual adjustment needs indicated by these signals within the driving scenario. This breaks away from the traditional single command-response model, achieving a deep correlation between scenario, intent, and need, ensuring the rationality and relevance of the operation response results. Furthermore, the HMI interface of this invention is determined based on vehicle steering information and regional configuration data, solving cross-vehicle and cross-regional adaptation issues from the source, achieving a universal interface framework, and reducing R&D and adaptation costs.

[0034] Furthermore, based on the above embodiments, this invention generates a corresponding preset HMI interface by relying on interface containerization design, constraint layout and grid system, and semantic-level adaptation technology. This solves problems such as redundant dual-version development and limitations in geometric mirror adaptation in existing technologies, achieving a single UI for multiple systems in engineering implementation. In specific implementation, the preset HMI interface of this invention can be constructed through the following steps: 1) Divide the HMI interface into multiple logical containers according to the preset interface display requirements.

[0035] This invention breaks away from the limitations of traditional HMI interface layouts with modular partitioning, enabling flexible allocation of interface elements. Specifically, based on driver gaze patterns, operational priorities, and passenger interaction needs, the HMI interface can be divided into multiple independent yet interconnected logical containers, each with functions and positioning precisely matched to the in-vehicle interaction scenario. In one implementation, the logical containers may include a driver main information area, a central control function area, a passenger assistance area, and a system status area.

[0036] The driver's main information area serves as the core interaction hub, specifically displaying essential information directly related to driving safety, such as vehicle speed, RPM, mileage, fuel / battery level, ADAS warnings, and key navigation prompts. Its layout has the highest priority, ensuring the information is always within the driver's most easily accessible field of vision. The central control area focuses on common functions like the entertainment system, multimedia playback, climate control, and vehicle connectivity information display. It features a centered layout to minimize interaction interference during steering inputs and allows for fine-tuning of its position to optimize accessibility. The passenger assistance area provides a dedicated interaction space for the front passenger, allowing them to independently control multimedia and input navigation destinations. Interaction flexibility is achieved through pop-up navigation, preventing the front passenger's actions from interfering with the driver. The system status area displays non-core status information such as network connectivity, battery level, and system settings access. It is typically centered or edge-mounted to avoid obscuring crucial driving information. The embodiments of the present invention, through logical partitioning, can make the boundaries of each functional module of the HMI interface clear, so as to independently respond to steering gear switching, scene changes and operation requirements. Thus, after the interface is built, it can also autonomously perform interface adjustments (such as dynamically adjusting the container position, selective mirroring based on controls, etc.), effectively avoiding the drawback of "affecting the whole body when one part is changed" in the adaptation of traditional integrated interfaces.

[0037] 2) Based on the steering information of the target vehicle, determine whether the target vehicle is a left-hand drive vehicle or a right-hand drive vehicle, so as to determine the preset reference position of the driver's main information area.

[0038] To address the difference in driver positions between left-hand and right-hand drive vehicles, this step focuses on accurately locating the core information area, resolving the inconvenience of information retrieval caused by traditional interface adaptation methods that either require dual-version development or simple mirroring. In practice, by reading basic data such as the vehicle's VCU signal and VIN code, the system automatically identifies whether the target vehicle is a left-hand drive (LHD) or right-hand drive (RHD) vehicle, and sets the preset reference position for the driver's main information area accordingly. If the vehicle is identified as left-hand drive, the preset reference position for the driver's main information area is set to the left side of the interface, aligning with the seating posture of left-hand drive drivers on the left side of the vehicle, ensuring that core driving information (such as vehicle speed and navigation direction) is directly in front of the driver's line of sight and within easy operating range. If the vehicle is identified as right-hand drive, the preset reference position is switched to the right side of the interface, simultaneously adapting to the field of vision and operating range of right-hand drive drivers. It should be noted that this step only adjusts the reference position of the driver's main information area; the central control function area and system status area maintain their original centered layout, satisfying both the drive class adaptation requirements and maintaining the consistency of the core interface functions, reducing user adaptation costs. This invention enables directional adaptation of the driver's main information area by precisely binding the steering signal to the location of the core information area, avoiding the layout chaos of non-core areas caused by simple geometric mirroring, and providing a benchmark reference for subsequent interface adjustments (such as trigger control mirroring and pop-up window positioning).

[0039] 3) Based on the preset constraint layout algorithm and grid system, combined with the preset regional configuration data of the target vehicle, construct the initial layout parameters and control parameters of each logical container.

[0040] After determining the aforementioned preset benchmark positions, this embodiment of the invention further clarifies the configuration rules for each container and control through engineering techniques, taking into account both cross-regional adaptation requirements and feasibility of implementation. Specifically, a preset constraint layout algorithm and grid system can be used as the underlying support, combined with the preset regional configuration data of the target vehicle (read from regional regulatory databases and vehicle configuration information), to synchronously generate the initial layout parameters and control parameters for each logical container. For example, regarding layout parameters, the constraint layout algorithm can be used to define the relative positional relationships, size proportions, and adaptive rules between containers. For instance, setting the distance threshold between the driver's main information area and the central control function area, and the scaling ratio of each area under different screen sizes, ensures that the container layout remains reasonable when switching between left and right steering wheels and when adapting to different vehicle models. The grid system can standardize the arrangement of controls within containers, ensuring consistent relative positions between controls and providing support for interface reuse and batch development. Regarding control parameters, the attribute identifiers, display styles, and interaction rules of each control can be configured. In this embodiment of the invention, mirrored controls are set for each logical container and corresponding control on the interface to determine whether they need to be horizontally flipped when switching between left and right steering wheels (e.g., the back button and navigation arrow need to be mirrored with the steering wheel, while the brand logo and general icons maintain a fixed position). At the same time, the initial orientation parameters of the corresponding mirrored controls are preset to ensure that the operation logic of the corresponding steering wheel is conformed after flipping.

[0041] Furthermore, this embodiment of the invention also optimizes parameter settings by incorporating regional configuration data. For example, it automatically matches the text direction (LTR / RTL), unit of measurement (km / h and mph, ℃ and ℉ switching) and traffic sign style of the target region, integrating these semantic-level adaptation rules into control parameters and layout logic. For instance, for Arabic-speaking regions, it adjusts the text arrangement direction and interactive trigger area of ​​the control so that the initial layout meets local regulations and usage habits without the need for additional development of an adapted version.

[0042] Furthermore, parameter settings can be flexibly adjusted based on the loaded regional configuration database to achieve dynamic switching of adapted versions. For example, if the vehicle usage scenario changes (such as cross-border driving or user adjustment of regional preferences), the configuration data for the corresponding region in the database can be retrieved to automatically match text direction (LTR / RTL), unit of measurement (km / h vs. mph, ℃ vs. °F switching), and traffic sign style, integrating these semantic-level adaptation rules into the corresponding control parameters and layout logic. Correspondingly, refer to... Figure 3 The diagram illustrates the construction of a preset HMI interface corresponding to an embodiment of the present invention, used to explain the left and right steering wheel adaptation of the HMI interface.

[0043] In summary, the embodiments of the present invention, through engineering parameter configuration, enable the interface layout and control attributes to be dynamically adjusted. This not only solves the problem that traditional geometric mirrors cannot adapt to regional regulations and language differences, but also ensures the reusability of the interface under different vehicle models and screen sizes through constraint layout and grid system, thereby reducing development and maintenance costs.

[0044] 4) Based on the initial layout parameters, control parameters, and preset reference positions, construct the preset HMI interface corresponding to the target vehicle.

[0045] Building upon the steps outlined above, a baseline interface with cross-pilot adaptation capabilities and semantic compliance can be constructed by integrating the configuration information from previous steps. This interface is designed to receive subsequent dynamic adjustment instructions based on scenarios and operational intentions. In one implementation, the preset baseline position of the driver's main information area can be used as an anchor point. Based on the initial layout parameters, the positions and dimensions of the central control function area, passenger assistance area, and system status area are sequentially located to form a complete interface framework. Then, each control is loaded and its corresponding parameters are applied. Controls carrying mirror attribute identifiers are assigned initial orientations according to the pilot class, and regionalized semantic rules (such as text direction, units, and icon styles) are adapted synchronously. Finally, the interface framework, controls, and semantic adaptation effects are integrated and rendered using a rendering module to generate a preset HMI interface corresponding to the target vehicle.

[0046] The preset HMI interface is not a fixed layout; the positions of its logical containers, the orientation of its controls, and its display rules are all configured with dynamic adjustment interfaces to further optimize the interface layout and information priority based on real-time sensor data (seat position, eye tracking), driving task scenarios (navigation, parking, ADAS takeover), and user operation intentions. Simultaneously, this interface relies on a component-based development concept; all containers and controls can originate from an interactive atomic component library, ensuring reusability and consistency when switching between left and right steering wheels, achieving a single codebase for multiple steering wheel configurations. In one implementation, adjustment attributes can be configured for corresponding controls on the interface to achieve adaptive interface adjustments based on corresponding operations on those controls.

[0047] In summary, the embodiments of the present invention, through the integrated application of multi-dimensional parameters, can construct a preset HMI interface that combines adaptability, compliance, and scalability, thereby solving the shortcomings of existing technologies such as high development costs for dual versions and limited adaptability to specific scenarios, and supporting users' adaptive interaction needs in real-world scenarios.

[0048] Furthermore, based on the above embodiments, this invention also provides another adaptive method for an in-vehicle HMI interface, to illustrate the adaptive adjustment of the interface, see reference. Figure 2 The method includes the following steps: Step S202: Monitor the user status data of the preset users of the target vehicle through the preset multi-dimensional sensing module.

[0049] This invention integrates multiple vehicle-mounted sensors (such as vision, touch, voice, and posture sensors) and an interactive terminal to collect multi-dimensional user status data, thereby obtaining comprehensive and accurate user data. The preset multi-dimensional sensing module can employ a collaborative mode of active monitoring and passive data collection for data monitoring.

[0050] The multi-dimensional sensing module may include core acquisition units such as an eye-tracking module, a hand proximity sensor, and an in-vehicle voice recognition module. The visual acquisition unit (such as an in-vehicle camera) is used to capture the user's facial features, eye movement trajectory, and body posture (such as gestures and body orientation), and to identify the user's gaze focus area, fatigue state, and interaction intention tendency. The touch acquisition unit (such as the central control touch screen, steering wheel physical buttons, and rear touch panel) is used to collect the user's touch position, pressure, swiping trajectory, and operation frequency, and to record accurate interaction behavior. The voice acquisition unit (such as an in-vehicle microphone array) is used to collect the user's voice commands, and simultaneously capture features such as voice tone and speech rate to help distinguish command priority.

[0051] Furthermore, the module can also link with vehicle seat sensors, seatbelt sensors, etc., to obtain data such as the user's seating position (driver / front passenger / rear seat) and posture, further clarifying the interaction subject and scenario adaptation requirements. The collected data can be processed for noise reduction and normalization before being transmitted to the core control module to provide standardized monitoring data.

[0052] Step S204: Based on the interface interaction behavior monitored by user status data, determine the preset user's intention to operate on the HMI interface.

[0053] Regarding the aforementioned sensors, if the hand proximity sensor indicates that the preset user's hand triggers the HMI interface, it is determined that the preset user intends to trigger a touch operation; if the eye tracking module indicates that the preset user's eye gaze is focused on a preset interface element of the HMI interface, it is determined that the preset user intends to trigger an operation on the interface element; if the vehicle voice recognition module indicates that preset voice data is detected for the HMI interface, it is determined that the preset user intends to trigger a voice operation on the HMI interface.

[0054] The system can match basic interactive behaviors based on a preset rule base. For example, if a user taps the navigation icon on the central control screen three times consecutively, it directly matches the basic intent of "starting the navigation function"; if a user slides the volume buttons on the steering wheel, it matches the intent of "adjusting the multimedia volume". Secondly, it can combine multi-dimensional data for intelligent analysis to optimize the accuracy of intent recognition and eliminate interference from erroneous operations: if a user's eye movement focuses on the navigation area for a long time and simultaneously issues the voice command "go to the airport", combined with the vehicle's current position and driving direction, the intent can be accurately determined to be "planning the optimal route to the airport", rather than simply starting navigation; if a user is parking and their body posture is inclined towards the central control screen while touching the edge of the screen, combined with the reversing camera activation signal, the intent can be determined to be "adjusting the reversing camera angle and display parameters". In addition, the system can combine the user's historical interaction habits (stored in the regional configuration data database extension module) to complete the analysis of ambiguous behaviors. For example, if a frequent commuter touches the multimedia area during the morning rush hour, it is preferentially determined to be the intent of "playing a frequently used radio station", improving recognition efficiency and accuracy.

[0055] Step S206: Based on the operation intention, generate an operation intention signal corresponding to the preset user.

[0056] Based on the determined operational intent, the core control module can decompose the operational intent into operational intent signals containing multi-dimensional parameters according to a preset signal protocol. The signal content is deeply adapted to the logical containers, layout parameters, and control attributes of the preset HMI interface to ensure targeted responses. Correspondingly, the operational intent signal can contain three types of core parameters: First, the subject identification parameter, which clarifies the identity of the interacting user (driver / passenger / rear seat) and their operation permissions, corresponding to the adaptation requirements of different logical containers such as the passenger auxiliary area and the driver main information area; second, the function instruction parameter, which clarifies the core functions that the user needs to execute (such as navigation, multimedia control, and air conditioning adjustment), corresponding to the control calling rules of the central control function area and the system status area; and third, the scenario adaptation parameter, which is associated with the vehicle status during user interaction (such as parking or highway driving), providing a basis for determining the operation response results and optimizing the interface layout in combination with the driving scenario. For example, for the driver's operational intent of "planning a navigation route in a highway scenario," the generated operational intent signal contains parameters such as "subject: driver, function: navigation route planning, scenario: highway driving," and also carries a priority identifier to ensure that the signal is triggered first in a highway scenario, quickly optimizing the display of navigation information in the driver's main information area. The generated operation intent signal can be encrypted and transmitted to the HMI interface control module to trigger the subsequent operation response result judgment and interface adaptive adjustment process.

[0057] The interface operation objects indicated by the aforementioned operation intent signals include: logical containers of the HMI interface (including the driver's main information area, central control function area, passenger assistance area, and system status area), or preset controls (including functional controls and mirrored controls) within the logical containers. To balance operational safety and flexibility, each logical container can be equipped with redundant controls, whose functions are consistent with the core controls of the corresponding container and adapted to their respective differentiated locations. Their activation permissions are precisely bound to the identity and operation permissions of the preset user. In one implementation, the redundant controls of different logical containers are designed to fit their functional positioning and user permission scenarios: the core controls of the driver's main information area are safety-related controls such as vehicle speed display and ADAS warnings, with redundant controls being steering wheel shortcut buttons (such as navigation command confirmation and quick viewing of warning information), accessible only to the driver to prevent accidental touches by the passenger. The central control function area, as a general interaction area, has core function controls (air conditioning adjustment, multimedia playback) with redundant controls being rear-seat touch panel reused controls, accessible to the driver, passenger, and authorized rear-seat users, adapting to the operation needs of users in multiple locations. The core controls in the passenger assistance area are the front passenger's dedicated navigation input and multimedia switching controls. Redundant controls are pop-up interactive controls on the central control screen, accessible only to the front passenger. This maintains the front passenger's operational independence while preventing them from bending over to operate the controls and interfering with the driver. The core controls in the system status area are the system settings entry and network status display. Redundant controls are steering wheel menu access controls, accessible only to the driver, ensuring that system settings operations do not distract the driver. Furthermore, if redundant controls involve directional interactions (such as returning or switching), they can simultaneously adopt the attribute rules of mirrored controls, automatically adjusting their position according to the vehicle's steering wheel type to ensure consistent operational logic across left- and right-hand drive models. In one implementation, to balance interaction consistency between left- and right-hand drive models, reduce cross-steering wheel type adaptation complexity, and ensure convenient operation of common functions for all passengers, the central control function area can always be kept centered.

[0058] In summary, when the interface operation object is a logical container, the user can trigger redundant controls within that container based on their corresponding operation permissions, thereby generating an operation intent signal for the logical container. For example, if the front passenger needs to operate the passenger assistance area, they can trigger a dedicated redundant pop-up control within that container. The system recognizes the trigger signal of the redundant control and the front passenger's permissions, generating an operation intent signal of "retrieving the full-function interface of the passenger assistance area." If the driver needs to quickly operate the system status area, they can trigger a call through redundant controls on the steering wheel, generating an operation intent signal of "opening the system status shortcut menu."

[0059] Furthermore, if the object of operation is a preset control within the container (functional control / mirror control), the corresponding control can be directly triggered to generate an operation intent signal. For example, if the driver clicks the navigation icon (functional control) in the central control function area, or if a right-hand drive user triggers the return button (mirror control) after mirroring, a targeted operation intent signal will be generated directly.

[0060] Furthermore, intelligent analysis can be performed using multi-dimensional data to optimize intent recognition accuracy and eliminate interference from erroneous operations. For example, if a user's eye movement focuses on the navigation area of ​​the driver's main information zone for an extended period while issuing a "go to the airport" voice command, the system can accurately determine the intent as "planning the optimal route to the airport," rather than simply activating navigation, based on the vehicle's current location and direction of travel. If a user, while parking, leans towards the central control area and touches the reversing camera adjustment controls on the screen edge, the system can determine the intent as "adjusting the reversing camera angle and display parameters," based on the reversing camera activation signal. In addition, the system can incorporate user historical interaction habits (stored in the regional configuration data database extension module) to complete and analyze ambiguous behaviors. For instance, if a frequent commuter touches the multimedia area of ​​the central control zone during rush hour, the system will prioritize determining the intent as "playing a frequently used radio station," and will match corresponding redundant controls based on the user's access permissions, further improving recognition efficiency, accuracy, and operational flexibility.

[0061] Furthermore, each logic container and functional control is also configured with a mirror control attribute. This attribute is bound to the vehicle's steering wheel information, enabling it to adapt to the required orientation when the control is triggered, thus ensuring consistency in interaction logic for left- and right-hand drive vehicles. Specifically, in conjunction with the above embodiments, the mirror attribute can distinguish the adaptation range through a dedicated identifier, and can only be effective for elements involving directional interaction. For example, for functional controls such as the back button, navigation arrows, and directional adjustment controls that need to match steering wheel operation habits, the mirror attribute identifier is set to "enabled," with preset horizontal flip rules and orientation calibration parameters. For elements that do not require directional adaptation, such as the brand logo, general status icons, and the core layout framework of the central control functional area, the mirror attribute identifier can be set to "disabled," maintaining fixed display and triggering logic. Furthermore, redundant controls can also inherit the mirror attribute configuration of the corresponding core control, ensuring consistency in adaptation between the main and redundant controls.

[0062] Furthermore, the activation of the mirror attribute can be synchronized with the interaction trigger of interface elements, and the response is differentiated according to the layout characteristics of different logical containers. For example, for the driver's main information area: when the container itself and its internal core functional controls (such as ADAS warning pop-ups and speed adjustment shortcut keys) are triggered, the mirror attribute can be automatically activated according to the drive type. When the interaction is triggered on the lower left side of the interface in left-hand drive vehicles, the control icons are displayed upright; when triggered on the lower right side of the interface in right-hand drive vehicles, the control icons are simultaneously flipped horizontally, ensuring that the operation position is accurately matched with the driver's sitting posture and that core information is obtained without deviation. For the central control function area: because the layout is kept centered, the mirror attribute only applies to the interactive identifiers inside the controls (such as direction indicator icons), and the overall centered position and core layout of the container remain unchanged. When left-hand / right-hand drive users trigger the controls in the central control function area (such as air conditioning adjustment buttons and multimedia switching buttons), the response is along the central area of ​​the central control, and the icons are mirrored according to the drive type, which can ensure the consistency of interaction without destroying the stability of the centered layout. For the passenger assistance area: when the container and controls are triggered, the mirror attribute can be linked to the passenger seat position for adaptation. For example, in left-hand drive vehicles, the controls on the passenger side are displayed facing forward, with redundant pop-ups positioned along the left passenger side area; in right-hand drive vehicles, the containers and controls are mirrored and flipped simultaneously, with pop-ups positioned along the right passenger side area, avoiding obstruction of the driver's view and balancing passenger convenience and driving safety. Regarding the system status area: when controls are triggered, the mirror attribute can optimize only the orientation display of interactive feedback (such as the location of pop-up prompts), while core status information (network, battery level) remains centered, ensuring that non-core information adaptation does not affect core driving needs.

[0063] In summary, this mirror attribute can achieve precise adaptation of interface elements for left-hand drive and right-hand drive vehicles through the logic of "unified configuration and differentiated triggering". It eliminates the need to develop dual-version UIs and solves the adaptation limitations of simple geometric mirrors.

[0064] Step S208: Determine the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located.

[0065] To achieve precise matching between operational intent and driving scenario, this invention generates reasonable and safe operational response results through user attribute classification and scenario safety constraints. This addresses the issues of interaction inconsistencies and safety hazards caused by traditional HMI systems' responses being out of context and prioritization confusion. In specific implementation, the operational response result can be determined through the following steps: 1) Determine the function call priority corresponding to the operation intent signal based on the user attributes of the preset user corresponding to the operation intent signal.

[0066] In this embodiment of the invention, the user attribute core distinguishes between two types of subjects: drivers and passengers. Combined with the principles of in-vehicle interaction safety, differentiated function call priorities can be set to ensure driving safety as the core premise. For example, the user attributes of a preset user can be extracted through the subject identification parameter in the operation intention signal, and corresponding priority levels can be assigned: the function call priority corresponding to the driver is set to the highest level, and the function call priority corresponding to passengers (including front passenger and rear passenger users) is set to the second highest level.

[0067] Functions triggered by the driver that are strongly related to driving safety (such as ADAS settings, navigation route adjustments, and vehicle speed adjustments) have higher priority than all passenger functions. Conversely, functions triggered by the driver that are not related to safety (such as multimedia switching) still have higher priority than passenger-triggered functions, to prevent passenger operation from interfering with driving. Passenger-triggered functions (such as front passenger navigation input and rear multimedia control) are executed only when they do not affect the driver's core operations and line of sight, and must comply with scenario safety constraints. For example, if the driver triggers navigation route adjustments while driving, even if the front passenger simultaneously triggers multimedia playback, the system will prioritize the driver's navigation operation and execute the passenger's multimedia command only after the navigation adjustment is complete.

[0068] 2) Based on the safety level of the vehicle driving scenario in which the operation intention signal is located, and the user attributes, construct the driving scenario boundary conditions corresponding to the operation intention signal.

[0069] Furthermore, driving scenario safety levels can be categorized based on real-time vehicle operating data (vehicle speed, road conditions, gear position, and environmental perception data), into three types: high-safety-level scenarios (high-speed driving, driving in adverse weather conditions, ADAS function activation), medium-safety-level scenarios (normal driving on urban roads), and low-safety-level scenarios (parking, low-speed parking). Subsequently, by combining user attributes, driving scenario boundary conditions can be constructed, including constraints on the functional execution range and the interface adjustment range, to achieve precise binding of scenario-attribute-constraint.

[0070] Regarding the constraints on the scope of executable functions: In high-safety-level scenarios, only the driver is allowed to execute core safety-related functions, and passengers are prohibited from triggering functions that require full-screen display on the central control screen or driver assistance for confirmation (such as the passenger's navigation destination input needing to be switched to voice input, and touch input is prohibited); In medium-safety-level scenarios, the driver is allowed to execute all functions, and passengers can execute regular interactive functions (such as multimedia control and air conditioning adjustment), but complex setting functions are prohibited; In low-safety-level scenarios, most function restrictions are lifted, and both the driver and passengers can execute all functions (such as passengers being able to operate navigation settings and system parameter configuration in full screen when the vehicle is parked).

[0071] Regarding the interface adjustable range constraint: In high-security scenarios, interface adjustments are only limited to the driver's main information area and a small core area of the central control function area. Large-scale layout changes and full-screen pop-ups are prohibited. Moreover, the mirror adjustment of controls should be kept simple without disturbing the driver's line of sight. In medium-security scenarios, the adjustable range of the interface can be moderately expanded, allowing pop-up interactions in the passenger assistance area, but avoiding the driver's main line of sight area. In low-security scenarios, there are no strict restrictions on the interface adjustable range, supporting fine-tuning of the full-screen layout and联动显示 of multiple containers. Redundant controls and mirror controls can be freely triggered for adjustment. At the same time, the central control function area always maintains a centered layout. Regardless of the scenario, its core layout framework does not exceed the boundary constraint range, only allowing fine-tuning at the control level.

[0072] 3) Based on the boundary conditions of the driving scenario and the function call priority, generate the operation response result corresponding to the operation intention signal.

[0073] The operation response result is a set of function execution instructions and interface adaptation parameters. In specific implementation, first, according to the boundary conditions of the driving scenario, filter out the executable functions and interface adjustment ranges corresponding to the operation intention signal, and剔除 functions and adjustment actions that exceed the constraints. Further,结合 the function call priority, determine the function execution order and interface resource allocation rules, and finally generate the targeted operation response result.

[0074] For example, when the driver triggers the "navigation route adjustment" operation intention in the high-speed driving scenario (high security level), first filter through the boundary conditions: the navigation function is allowed to be executed, and the interface adjustment range is limited to the driver's main information area and a small window in the central control function area. Then, based on the highest priority of the driver, determine to execute the navigation route adjustment function first. Among them, the interface adaptation parameters can be set as "enlarge the driver's main information area to display navigation instructions, pop up a small window in the central control function area to display route options, and the navigation arrow control triggers the mirror property according to the steering wheel to maintain interactive consistency, prohibiting full-screen pop-ups and display of unnecessary controls", forming a complete operation response result. Another example is that when the co-pilot triggers the "navigation destination input" operation intention in the urban road driving scenario (medium security level), the boundary conditions allow the execution of this function but limit touch input. The priority is lower than the driver's function, and the operation response result can be set as "activate the voice input mode, pop up a voice prompt control in the passenger assistance area (adapt the position according to the mirror property of the steering wheel), keep the central control function area centered and unchanged, and feedback the result in a small window after the input is completed without disturbing the driver's line of sight".

[0075] In summary, the generated operation response result can be synchronously associated with the previous logic container, control mirror property, and redundant control rules to ensure that the interface adjustment does not破坏 the centered layout of the central control. Moreover, mirror adaptation and permission control are always in effect.

[0076] Step S210: Based on the operation response result, adjust the preset HMI interface so that the preset HMI interface meets the adaptive adjustment requirements corresponding to the operation intention signal.

[0077] Based on the above embodiments, for logic containers, the functional relationships in the operation response results can be used to achieve coordinated adjustment of multiple logic containers, ensuring accurate correspondence between function execution and information display. For example, the driver's main information area, as the core safety area, can prioritize adjustments to safety-related functions, such as enlarging the display of navigation instructions when the navigation route changes, highlighting the warning area when ADAS functions are activated, and adapting synchronously along the reference position for left-hand / right-hand drive vehicles without deviating from the driver's field of vision; the central control function area remains stable in the center, with only minor adjustments to the display status of controls in the core area, such as updating icons when switching multimedia and popping up a small parameter panel when adjusting the air conditioning, adapting to the operation of all users in the cabin; adjustments to the passenger assistance area are strictly limited to the front passenger side, such as only displaying the input result in a pop-up window in this area after the front passenger enters the navigation destination, without occupying the driver's main line of sight. The system status area updates the function execution status synchronously, such as displaying the navigation icon after navigation is started, and only optimizing the pop-up window position during adjustments, with core information displayed in the center. Furthermore, driver-triggered adjustments can be linked across containers (e.g., the operation of redundant steering wheel controls synchronously updates the driver's main information area and the system status area), while passenger-triggered adjustments are limited to the passenger assistance area and the regular controls in the central control function area, without cross-area linkage permissions. The mirroring attribute of the container itself can be automatically applied according to the drive type; in left-hand drive vehicles, the passenger assistance area is adjusted along the left side layout, and in right-hand drive vehicles, it is synchronously mirrored to the right side, ensuring that the pop-up window and control positions match the passenger's seating position.

[0078] For functional controls, control-level adaptation adjustments can be made based on the control call requirements in the operation response results. Specifically, display status adjustments can be performed according to function priority. For example, high-priority functional controls (such as navigation and ADAS warnings triggered by the driver) are highlighted and enlarged; low-priority functional controls (such as multimedia triggered by passengers) can maintain their normal display to avoid information redundancy. Interaction logic adjustments need to fit the scenario requirements. For example, in high-safety-level scenarios, control operation steps are simplified, such as converting multi-step touch operations into one-click quick triggers; in medium- and low-safety-level scenarios, the complete operation logic can be restored. Control mirroring attributes can be automatically activated during adjustments. Controls involving directional interaction (navigation arrows, back buttons) are horizontally flipped according to steering wheel type, while non-directional controls (brand logos, battery icons) remain fixed. Redundant controls can be adjusted synchronously with core controls. For example, after the navigation confirmation redundant control on the steering wheel is triggered, the corresponding navigation control in the central control area synchronously reflects its status, and the mirroring rules are completely consistent with the core controls, ensuring a consistent operating feel for both left- and right-hand drive vehicles. Simultaneously, the control adjustments also adapt to regional configuration data, such as text direction and units of measurement for different regions, ensuring that the adjusted interface conforms to local regulations and usage habits. Correspondingly, refer to... Figure 4 The diagram illustrates the adaptive adjustment of the HMI interface corresponding to an embodiment of the present invention, which is used to demonstrate the adaptive adjustment architecture of the HMI interface of the corresponding steering class.

[0079] Furthermore, this embodiment of the invention also configures a pop-up control for the HMI interface. Unlike existing technologies, the pop-up control in this embodiment is displayed at a higher level than the logical container and can float and overlap above the corresponding container. This ensures that the pop-up information is prominent and unobstructed, while also allowing for precise adaptation and adjustment by associating the placement area with the container. For example, in a low-safety-level scenario (parking), when a passenger triggers the intent to "set full-screen navigation," the pop-up is maximized and floats after matching with the passenger auxiliary area. The system detects the user's touch input signal and can adjust the layout of the controls within the container to optimize the display. When the vehicle switches to a left-hand drive model, the pop-up can automatically mirror and adapt, maintaining consistency with the container's matching relationship and operation logic. As another example, in a medium-safety-level scenario, when the driver triggers the intent to "view ADAS warning details," the pop-up can be placed in conjunction with the driver's main information area. After the system detects the driver's operation signal to close the pop-up, it synchronously adjusts the system status area to clear the warning indicator, forming a closed-loop interaction without disrupting the centered layout of the central control and the left / right drive adaptation rules.

[0080] Furthermore, this embodiment of the invention also adjusts the preset logical container accordingly after responding to the matching of the pop-up control with the preset logical container of the preset HMI interface, based on the detected operation signals of the preset user on the pop-up control. For example, in a low-safety-level scenario (parking), the full-screen navigation settings function can be configured to the pop-up, dragged to the passenger assistance area to complete the matching. After the system detects the touch input signal, it can adjust the layout of the controls in the container to optimize the display. Subsequently, the pop-up can be dragged to the central control function area to re-match. At this time, the original binding relationship can be released, and the pop-up further inherits the centering constraint of the central control area and the full cabin permission rules. The system synchronously adapts the navigation settings interface to the centered area. When the vehicle is switched to a left-hand drive model, the pop-up can remain centered with the central control function area, with only the internal directional icons being mirrored. For example, in medium safety scenarios, drivers can configure the ADAS warning details function to the pop-up window. The system can automatically schedule it to the driver's main information area for matching. After detecting the driver's operation signal to close the pop-up window, it can synchronously adjust the area to clear the warning icon, forming a closed-loop interaction without disrupting the central control layout and left / right steering wheel adaptation rules.

[0081] In summary, this invention, supported by componentization, constraint layout, and a grid system, enables the construction of a standardized and engineered interface development path. The interactive atomic component library ensures the reusability of containers and controls across different vehicle models and screen sizes; the constraint layout algorithm defines the relative positions, size proportions, and adaptive rules between containers; the grid system standardizes the arrangement of controls; and combined with precise coordinate matching and boundary verification logic, it ensures that the layout of pop-ups and interface elements remains reasonable across vehicle models and screen sizes. Furthermore, the high-level pop-up design eliminates the need for separate layout development for left-hand drive and right-hand drive vehicles, ultimately achieving end-to-end engineered control from parameter configuration and interface generation to dynamic adjustments. This allows for rapid adaptation to different vehicle models and hardware platforms, ensuring efficient implementation and large-scale application of the solution.

[0082] In summary, this solution, through multi-dimensional technological innovation and engineering design, not only addresses the pain points of existing dual-version in-vehicle HMIs, such as high development costs, limited adaptability to specific scenarios, and interactive interference with driving, but also achieves the core objectives of cross-pilot reuse, global compliance adaptation, and full-cabin interaction optimization. It provides reliable technical support for the intelligent, standardized, and global implementation of in-vehicle HMI interfaces.

[0083] Furthermore, based on the above embodiments, this embodiment of the invention also provides an adaptive device for an in-vehicle HMI interface, referring to... Figure 5 The device includes: a response module 10, used to respond to a preset user's operation intention signal for a preset HMI interface; wherein the preset HMI interface is constructed based on the steering information of the target vehicle and the preset regional configuration data of the target vehicle; a data processing module 20, used to determine the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located; and an execution module 30, used to adjust the preset HMI interface based on the operation response result so that the preset HMI interface meets the adaptive adjustment requirements corresponding to the operation intention signal.

[0084] The adaptive device for the vehicle HMI interface provided in this embodiment of the invention has the same implementation principle and technical effect as the aforementioned method embodiment. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the aforementioned method embodiment.

[0085] This invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the above-described... Figures 1-2 The steps of any of the methods shown. Embodiments of the present invention also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the above-described steps. Figures 1-2The steps of any of the methods shown. Embodiments of the present invention also provide a structural schematic diagram of an electronic device, such as... Figure 6 The diagram shows the structure of the electronic device, which includes a processor 101 and a memory 100. The memory 100 stores computer-executable instructions that can be executed by the processor 101. The processor 101 executes the computer-executable instructions to implement the above-mentioned... Figures 1-2 Any of the methods shown.

[0086] exist Figure 6 In the illustrated embodiment, the electronic device further includes a bus 102 and a communication interface 103, wherein the processor 101, the communication interface 103, and the memory 100 are connected via the bus 102. The memory 100 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk drive. Communication between this system network element and at least one other network element is achieved through at least one communication interface 103 (which can be wired or wireless), using the Internet, wide area network, local area network, metropolitan area network, etc. Bus 102 can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, or an AMBA (Advanced Microcontroller Bus Architecture) bus. AMBA defines three types of buses: APB (Advanced Peripheral Bus), AHB (Advanced High-performance Bus), and AXI (Advanced eXtensible Interface). Bus 102 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6The diagram uses only a single double-headed arrow, but this does not imply a single bus or a single type of bus. Processor 101 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of processor 101 or by instructions in software form. Processor 101 can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor 101 reads information from the memory and, in conjunction with its hardware, completes the aforementioned tasks. Figures 1-2 Any of the methods shown.

[0087] The computer program product of an adaptive method, device, and electronic device for an in-vehicle HMI interface provided in this invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. Specific implementations can be found in the method embodiments and will not be repeated here. Those skilled in the art will understand that, for convenience and brevity, the specific working process of the system described above can be referred to the corresponding process in the preceding method embodiments, and will not be repeated here. Furthermore, in the description of this invention, unless otherwise explicitly specified and limited, the terms installation, connection, and linkage should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0088] In the description of this invention, it should be noted that the terms center, up, down, left, right, vertical, horizontal, inner, and outer, indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms first, second, and third are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Finally, it should be noted that the above embodiments are merely specific implementations of the invention, used to illustrate the technical solutions of the invention, and not to limit it. The scope of protection of the invention is not limited thereto. Although the invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the technical scope disclosed in this invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this invention, and should all be covered within the scope of protection of this invention. Therefore, the scope of protection of this invention should be determined by the scope of the claims.

Claims

1. An adaptive method for an in-vehicle HMI interface, characterized in that, The method includes: The system responds to the detected operation intent signal of a preset user on a preset HMI interface; wherein the preset HMI interface is constructed based on the steering information of the target vehicle and the preset regional configuration data of the target vehicle. Based on the vehicle driving scenario in which the operation intention signal is located, determine the operation response result corresponding to the operation intention signal; Based on the operation response result, the preset HMI interface is adjusted to meet the adaptive adjustment requirements corresponding to the operation intention signal.

2. The method according to claim 1, characterized in that, The steps for responding to detected user intent signals regarding preset HMI interfaces include: The user status data of the target vehicle's preset users are monitored through a preset multi-dimensional sensing module; Based on the interface interaction behavior monitored by the user status data, the preset user's intention to operate on the HMI interface is determined. Based on the stated operation intent, an operation intent signal corresponding to the preset user is generated.

3. The method according to claim 2, characterized in that, The multi-dimensional sensing module includes an eye-tracking module, a hand proximity sensor, and an in-vehicle voice recognition module. The steps for determining the preset user's intention to operate on the HMI interface based on the interface interaction behavior monitored by the user status data include: If the hand proximity sensor detects that the preset user's hand triggers the HMI interface, it is determined that the preset user intends to trigger a touch operation. If the eye-tracking module detects that the preset user's eye gaze is focused on a preset interface element of the HMI interface, it determines that the preset user intends to trigger the operation of the interface element. If the in-vehicle voice recognition module detects preset voice data for the HMI interface, it determines that the preset user has triggered a voice operation intent for the HMI interface.

4. The method according to claim 2, characterized in that, The interface operation object indicated by the operation intention signal includes: the logical container of the HMI interface, or the preset control in the logical container; The logical container is configured with redundant controls, which are matched with the operation permissions of a preset user. When the interface operation object is the logical container, the preset user triggers the redundant controls based on the corresponding operation permissions to generate an operation intent signal for the logical container.

5. The method according to claim 1, characterized in that, The steps of constructing the preset HMI interface of the target vehicle based on the steering information of the target vehicle and the preset regional configuration data of the target vehicle include: According to the preset interface display requirements, the HMI interface is divided into multiple logical containers; wherein, the logical containers include the driver main information area, the central control function area, the passenger assistance area, and the system status area; Based on the steering information of the target vehicle, determine whether the target vehicle is a left-hand drive vehicle or a right-hand drive vehicle, and determine the preset reference position of the driver's main information area; Based on a preset constraint layout algorithm and grid system, and combined with the preset regional configuration data of the target vehicle, the initial layout parameters and control parameters of each logical container are constructed; the control parameters include the initial orientation parameters of the mirror control. Based on the initial layout parameters, control parameters, and the preset reference position, a preset HMI interface corresponding to the target vehicle is constructed.

6. The method according to claim 1, characterized in that, The preset HMI interface is also configured with a pop-up control, and the pop-up control is at a higher level than the logical container of the preset HMI interface. The step of adjusting the preset HMI interface based on the operation response result further includes: The response pop-up control matches the preset logic container of the preset HMI interface; Based on the detected operation signal of the preset user on the pop-up control, the preset logic container is adjusted accordingly.

7. The method according to claim 1, characterized in that, The step of determining the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located includes: The function call priority corresponding to the operation intent signal is determined based on the user attributes of the preset user corresponding to the operation intent signal; the user attributes include driver or passenger; Based on the safety level of the vehicle driving scenario in which the operation intention signal is located, and the user attributes, the driving scenario boundary conditions corresponding to the operation intention signal are constructed; the driving scenario boundary conditions include constraints on the functional executable range and the interface adjustable range. Based on the driving scenario boundary conditions and the function call priority, the operation response result corresponding to the operation intent signal is generated.

8. An adaptive device for an in-vehicle HMI interface, characterized in that, The device includes: The response module is used to respond to the detected operation intention signal of a preset user on a preset HMI interface; wherein the preset HMI interface is constructed based on the steering information of the target vehicle and the preset regional configuration data of the target vehicle. The data processing module is used to determine the operation response result corresponding to the operation intention signal based on the vehicle driving scenario in which the operation intention signal is located. The execution module is used to adjust the preset HMI interface based on the operation response result, so that the preset HMI interface meets the adaptive adjustment requirements corresponding to the operation intention signal.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory, the memory storing machine-executable instructions that can be executed by the processor, the processor executing the machine-executable instructions to implement the adaptive method of the in-vehicle HMI interface according to any one of claims 1 to 7.

10. A machine-readable storage medium, characterized in that, The machine-readable storage medium stores machine-executable instructions, which, when invoked and executed by a processor, cause the processor to implement the adaptive method for the in-vehicle HMI interface as described in any one of claims 1 to 7.

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