Layout position determination method on instrument panel in vehicle, vehicle and electronic device

Abstract

This application discloses a method for determining the layout position of a dashboard in a vehicle, a vehicle, and an electronic device. The method includes: determining the position information of a steering wheel model deployed in a vehicle model based on the sitting posture data of different types of human body models in the vehicle model; determining a first position of an instrument panel model deployed on the dashboard model of the vehicle model based on the position information and preset viewing angle data; and determining a second position of a central control screen model deployed on the dashboard model based on the position information and the reachable boundaries of the human body model; determining a first layout position of the vehicle's instrument panel on the dashboard based on the first position; and determining a second layout position of the vehicle's central control screen on the dashboard based on the second position. This application solves the technical problem that the functional layout of the dashboard in a vehicle cannot meet the usage needs of different drivers.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method for determining the layout position of an instrument panel in a vehicle, a vehicle, and electronic equipment. Background Technology

[0002] In vehicle interior design, the dashboard serves as the core carrier of human-machine interaction, and the layout of its functional components directly affects driving safety, operational comfort, and overall vehicle manufacturing costs.

[0003] In related technologies, the design of instrument panels in vehicles often adopts empirical functional zoning methods (such as dividing the instrument panel into working sections, rest sections, storage sections, etc.), or statically constrains the outer contour of the instrument panel based solely on a single ergonomic parameter (such as H-point, eye ellipse, hand reach range), resulting in a relatively simple functional layout on the instrument panel that cannot meet the usage needs of different drivers.

[0004] There is currently no effective solution to the technical problem that the functional layout of the dashboard in the aforementioned vehicles cannot meet the usage needs of different drivers. Summary of the Invention

[0005] This application provides a method for determining the layout position of the dashboard in a vehicle, a vehicle, and an electronic device, so as to at least solve the technical problem that the functional layout of the dashboard in a vehicle cannot meet the usage needs of different drivers.

[0006] According to one aspect of the embodiments of this application, a method for determining the layout position of an instrument panel in a vehicle is provided. The method may include: determining the position information of a steering wheel model deployed in a vehicle model based on the sitting posture data of different types of human body models in a vehicle model, wherein different types of human body models are used to simulate drivers of different body types, the vehicle model is used to simulate a vehicle, and the sitting posture data is used to characterize the standard sitting posture of the human body model in the vehicle model; determining a first position of an instrument panel model deployed on the instrument panel model of the vehicle model based on the position information and preset observation angle data; and determining a second position of a central control screen model deployed on the instrument panel model based on the position information and the reachable boundaries of the human body model, wherein the observation angle data is used to characterize the angle at which the human body model observes the instrument panel model in a standard sitting posture, and the reachable boundaries are used to characterize the range that the human body model can reach; determining a first layout position of the vehicle's instrument panel on the instrument panel based on the first position, and determining a second layout position of the vehicle's central control screen on the instrument panel based on the second position.

[0007] Optionally, based on the sitting posture data of different types of human models in the vehicle model, the position information of the steering wheel model deployed in the vehicle model is determined, including: inputting the sitting posture data of different types of human models in the vehicle model into the human simulation model for calculation to obtain the center position and tilt angle of the steering wheel model deployed in the vehicle model, wherein the human simulation model is a model pre-trained using sitting posture data samples, center position samples and tilt angle samples of the steering wheel model; and determining the position information of the steering wheel model deployed in the vehicle model based on the center position and tilt angle.

[0008] Optionally, based on position information and preset observation angle data, the first position of the instrument model on the dashboard model of the vehicle model is determined, including: based on position information and preset observation angle data, determining the initial position of the instrument model on the dashboard model of the vehicle model; and correcting the initial position of the instrument model on the dashboard model based on the blind spot range formed by the steering wheel model on the dashboard model to obtain the first position of the instrument model on the dashboard model.

[0009] Optionally, based on location information and the reachable boundaries of the human body model, a second deployment position of the central control screen model on the dashboard model is determined, including: determining the blind spot range formed by the steering wheel model on the dashboard model based on location information; and determining the second deployment position of the central control screen model on the dashboard model based on the blind spot range and the deployment rules of the central control screen model on the dashboard model, wherein the deployment rules are used to characterize the correspondence between different areas of the central control screen model and the reachable range of the human body model.

[0010] Optionally, the method further includes: determining the lower field-of-view control line of the human body model based on preset field-of-view rules, wherein the preset field-of-view rules are used to constrain the field-of-view boundary of the human body model, and the lower field-of-view control line is used to characterize the lowest field-of-view boundary of the human body model; and determining the upper boundary of the dashboard model based on the lower field-of-view control line, wherein the upper boundary is used to characterize the highest contour line of the dashboard model in the forward field-of-view direction of the human body model.

[0011] Optionally, the method further includes: determining the rear boundary of the dashboard model based on the leg movement space of the human body model in a standard sitting posture, wherein the rear boundary of the dashboard model is used to characterize the mounting plane allowed by the dashboard model when the leg movement space is minimal.

[0012] Optionally, the method further includes: determining the boundary data of the dashboard model based on the upper boundary, the rear boundary, and the circumference angle of the dashboard model; converting the boundary data of the dashboard model into the boundary data of the instrument; and determining the layout positions of functional components on the dashboard other than the instrument and the central control screen based on the boundary data of the instrument and preset functional requirements.

[0013] According to another aspect of the embodiments of this application, a device for determining the layout position of a dashboard in a vehicle is also provided. The device may include: a first determining unit, configured to determine the position information of a steering wheel model deployed in a vehicle model based on the sitting posture data of different types of human body models in a vehicle model, wherein different types of human body models are used to simulate drivers of different body types, the vehicle model is used to simulate a vehicle, and the sitting posture data is used to characterize the standard sitting posture of the human body model in the vehicle model; a second determining unit, configured to determine a first position of an instrument panel model deployed on the dashboard model of the vehicle model based on the position information and preset observation angle data, and a second position of a central control screen model deployed on the dashboard model based on the position information and the reachable boundaries of the human body model, wherein the observation angle data is used to characterize the angle at which the human body model observes the instrument panel model in a standard sitting posture, and the reachable boundaries are used to characterize the range that the human body model can reach; and a third determining unit, configured to determine the first layout position of the vehicle's instrument panel on the dashboard model based on the first position, and the second layout position of the vehicle's central control screen on the dashboard model based on the second position.

[0014] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, based on the sitting posture data of different types of human body models in the vehicle model, the position information of the steering wheel model deployed in the vehicle model is determined. Different types of human body models are used to simulate drivers of different body types, the vehicle model is used to simulate the vehicle, and the sitting posture data is used to characterize the standard sitting posture of the human body model in the vehicle model. Based on the position information and preset observation angle data, a first position of the instrument panel model deployed on the dashboard model of the vehicle model is determined. Based on the position information and the reachable boundaries of the human body model, a second position of the central control screen model deployed on the dashboard model is determined. The observation angle data is used to characterize the angle at which the human body model observes the instrument panel model in a standard sitting posture, and the reachable boundaries are used to characterize the range that the human body model can reach. Based on the first position, a first layout position of the vehicle's instrument panel on the dashboard model is determined, and based on the second position, a second layout position of the vehicle's central control screen on the dashboard model is determined. In other words, in this embodiment, based on the standard sitting posture data of human body models of different body types in the vehicle model, the deployment position of the steering wheel model in the vehicle model is accurately deduced, breaking through the limitations of traditional experience-based layout. Furthermore, by combining the deployment position of the steering wheel model with preset observation angle data, the visual positioning of the instrument panel model on the dashboard model is achieved, ensuring clear readability of key information. Simultaneously, by combining the deployment position of the steering wheel model with the reachability boundaries of the human body model, the installation area of ​​the central control screen model on the dashboard model is dynamically constrained, ensuring ease of operation and avoiding accidental touches. That is, this application considers the standard sitting posture data of human body models of different body types to determine the deployment position of the steering wheel model in the vehicle model, and then uses the steering wheel position as a layout benchmark. By coordinating the three core constraints of vision, accessibility, and human-machine consistency, the layout of the instrument panel and central control screen achieves full coverage of driver groups of different body types, enabling the functional layout of the dashboard to meet the usage needs of drivers of different body types, thereby solving the technical problem that the functional layout of the dashboard in a vehicle cannot meet the usage needs of different drivers. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of a method for determining the layout position of a dashboard in a vehicle according to an embodiment of this application;

[0022] Figure 2 This is a flowchart of a method for determining the layout of an instrument panel in a commercial vehicle according to an embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a human sitting posture according to an embodiment of this application;

[0024] Figure 4 This is a schematic diagram of a human body model at different percentiles according to an embodiment of this application;

[0025] Figure 5 This is a schematic diagram of an instrument arrangement according to an embodiment of this application;

[0026] Figure 6 This is a schematic diagram of a steering wheel blind spot according to an embodiment of this application;

[0027] Figure 7 This is a top view schematic diagram of a commercial vehicle dashboard layout and design method according to an embodiment of this application;

[0028] Figure 8 This is a side view schematic diagram of a commercial vehicle dashboard layout and design method according to an embodiment of this application;

[0029] Figure 9 This is a front view schematic diagram of a commercial vehicle dashboard layout and design method according to an embodiment of this application;

[0030] Figure 10 This is a schematic diagram of a layout position determination device on a vehicle dashboard according to an embodiment of this application;

[0031] Figure 11 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0033] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, functional component, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, functional components, or devices.

[0034] According to an embodiment of this application, an embodiment of a method for determining the layout position on a dashboard in a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0035] Figure 1 This is a flowchart of a method for determining the layout position of a dashboard in a vehicle according to an embodiment of this application, as shown below. Figure 1 As shown, the method may include the following steps.

[0036] Step S101: Based on the sitting posture data of different types of human body models in the vehicle model, determine the position information of the vehicle steering wheel model deployed in the vehicle model.

[0037] In the technical solution provided in step S101 of this application, the different types of human body models are percentile models of different body types, used to simulate drivers of different body types. For example, these different types of human body models may include 5% human body models, 50% human body models, and 95% human body models, corresponding to driver groups whose height and weight are at the top, middle, and bottom of the population, respectively. The 5% human body model represents the smaller driver group, meaning that among all drivers, those with height, arm length, leg length, and other body dimensions smaller than this human body model account for 5%; the 50% human body model represents drivers of average body size; and the 95% human body model represents the larger driver group. The aforementioned vehicle model is used to simulate a vehicle, and the sitting posture data is used to characterize the standard sitting posture of the human body model within the vehicle model.

[0038] In this embodiment, to cover the body shape distribution of different drivers in the vehicle, the sitting posture data of three types of human body models in the vehicle model when sitting in a standard sitting position are used to deduce the position information of the steering wheel model deployed in the vehicle model.

[0039] Optionally, as described above, the three types of human body models can include: 5% human body model, 50% human body model, and 95% human body model. The sitting posture data of each type of human body model in the vehicle model includes the angle parameters of each joint of the human body model. For example, the angle between the sole of the foot and the horizontal plane, the angle between the sole of the foot and the lower leg, the angle between the thigh and the lower leg, the angle between the thigh and the horizontal plane, the angle between the thigh and the torso, the angle between the torso and the vertical plane, the angle between the torso and the upper arm, the angle between the upper arm and the forearm, the angle between the forearm and the hand, etc. These joint angle parameters are set according to ergonomic comfort standards to realistically reproduce the sitting posture characteristics of drivers of different body types in a standard driving posture.

[0040] Optionally, human body models of different body types can be imported into a high-precision digital vehicle model. This vehicle model integrates key structures such as seat adjustment mechanisms, H-point reference frames, floor contours, windshield surfaces, and initial boundaries of the dashboard, providing a realistic spatial constraint environment for human-vehicle interaction. In the simulation environment, three types of human body models are loaded sequentially, and each type of human body model is forced to meet preset comfort joint angle constraints. Through parametric solving, the position coordinates of the steering wheel model's rim and hub in the vehicle model are automatically calculated, ensuring driving comfort, control accessibility, and visual clarity. Based on the position coordinates of the steering wheel model's rim and hub in the vehicle model, the deployment position information of the steering wheel model in the vehicle model is determined.

[0041] Optionally, since the position information of the steering wheel model in the vehicle model is determined based on the sitting posture data of human body models of different body sizes in the vehicle model under standard driving posture, the position of the steering wheel in the vehicle determined based on the position information of the steering wheel model in the vehicle model can not only ensure that tall drivers can easily reach the steering wheel, but also ensure that the chest of short drivers is kept at a safe distance from the steering wheel, while avoiding the risk of collision caused by sitting too close.

[0042] In this step, based on the seating posture data of human body models of different body types in the vehicle model under standard driving posture, the deployment position of the steering wheel model in the vehicle model is determined. This breaks through the traditional layout method that relies on a single size or experience judgment, and realizes that the steering wheel position is driven by "human" rather than "vehicle". This provides a precise and reusable geometric benchmark for the subsequent collaborative layout of components such as instruments and central control screens, significantly improving the universality and safety of the instrument panel layout for drivers of different body types. It solves the problems of visual obstruction, operation fatigue and safety hazards caused by insufficient human adaptation from the source.

[0043] Step S102: Based on the location information and preset observation angle data, determine the first position of the instrument model on the dashboard model of the vehicle model, and based on the location information and the reachable boundary of the human body model, determine the second position of the central control screen model on the dashboard model.

[0044] In the technical solution provided in step S102 of this application, the aforementioned observation angle data is used to characterize the angle at which the human model observes the instrument model in a standard sitting posture. Specifically, in a standard sitting posture, the human model uses two key geometric angles formed by the line connecting the center of its eye ellipse and the center of the instrument panel: one is the angle between this line and the horizontal line, with an angle range of 20° to 30°, to ensure the driver's line of sight naturally tilts downwards, avoiding excessive upward or downward tilting of the neck; the other is the angle between this line and the surface of the instrument panel, with an angle range of 85° to 95°, to ensure the instrument panel surface is basically perpendicular to the line of sight, reducing optical distortion and glare interference, and improving the clarity of information reading. This angle data originates from numerous ergonomic experiments and the mandatory requirements of industry standards for driving visibility, and has clear engineering basis.

[0045] The aforementioned reachable boundaries characterize the range that the human model can reach; that is, the maximum spatial range that the arms and hands can reach without obstruction while maintaining a comfortable sitting posture. For example, "three-finger reachable boundary" and "one-finger reachable boundary" can be used to constrain this reachable boundary. The three-finger reachable boundary refers to the maximum spatial range that the driver can stably reach by extending their forearm and wrist, using the thumb, index finger, and middle finger in a coordinated manner, while maintaining a natural and comfortable driving posture. This boundary represents the most frequently used and efficient function access area in daily operations, suitable for physical buttons or touchscreen functions requiring a certain amount of force or precise control, such as air conditioning temperature adjustment, volume knobs, and seat heating switches. The one-finger reachable boundary refers to the limit spatial range that the driver can reach with only one finger (usually the index finger or thumb) while maintaining a stable sitting posture. This boundary represents the "accessible but uncomfortable" area of ​​operation, suitable for low-frequency, auxiliary functions, or operations requiring precise selection, such as navigation menu selection and voice wake-up buttons. Together, these two elements constitute a multi-layered and refined accessibility evaluation system. Three-finger reachability ensures efficient operation, while one-finger reachability ensures comprehensive coverage. The combination of these two elements ensures that the functional zoning layout of the central control screen not only meets the basic requirement of "operability" but also achieves the human-machine interaction goals of "easy operation, less distraction, and high safety." This definition is rigorously derived from dynamic hand reachability simulation analysis using human body models of different body types in a virtual environment. It has clear engineering data support and industry standard consistency, providing a quantifiable and reusable scientific basis for vehicle human-machine interface design.

[0046] In this embodiment, after determining the position information of the steering wheel model deployed in the vehicle model, the first position of the instrument panel model deployed on the dashboard model of the vehicle model can be determined based on the position information of the steering wheel model deployed in the vehicle model and the preset observation angle data. Furthermore, the second position of the central control screen model deployed on the dashboard model can be determined based on the position information of the steering wheel model deployed in the vehicle model and the reachable boundary of the human body model.

[0047] Optionally, when determining the first deployment position of the instrument model on the dashboard model of the vehicle model based on the position information of the steering wheel model deployed in the vehicle model and the preset observation angle data, the deployment position of the steering wheel model can be used as a geometric reference, combined with the preset observation angle data (such as the preset observation angle and distance between the center of the eye ellipse of the human body model and the center of the instrument), the initial position of the instrument model on the dashboard model can be automatically calculated in the vehicle model. This initial position is used to characterize the initial layout position of the instrument model on the dashboard model.

[0048] Optionally, after determining the initial position of the instrument model on the dashboard model, it can be further determined whether the instrument model is within the blind spot formed by the steering wheel model on the dashboard model. If it is, the initial position of the instrument model on the dashboard model can be adjusted to obtain the first position of the instrument model on the dashboard model. This first position is used to represent the layout position of the instrument model on the dashboard model.

[0049] Optionally, to ensure that the instrument model's first position on the dashboard model meets the usage needs of different drivers, simulation verification of this first position can be performed using multi-body human models, so that 95%, 50%, and 5% of the human models can clearly observe the central area of ​​the instrument model with natural vision, ensuring that drivers of different body types have no visual obstruction or posture compensation.

[0050] Optionally, when determining the second deployment position of the central control screen model on the dashboard model based on the position information of the steering wheel model deployed in the vehicle model and the reachable boundary of the human body model, the deployment position of the steering wheel model in the vehicle model can also be used as the origin. At least one-third of the left side of the central control screen model can be limited to the three-finger reachable boundary of the human body model, and two-thirds of the area can be limited to the one-finger reachable boundary of the human body model. This is used to determine the second position of the central control screen model on the dashboard model, that is, the layout position of the central control screen model on the dashboard model. This layout position also needs to ensure that the central control screen model as a whole is not obstructed by the blind spot formed by the steering wheel model on the dashboard model, so as to achieve a precise deployment that is "clear to see, reachable, and not accidentally touched".

[0051] In this step, through the coordinated optimization of visual and operational constraints, the layout of the instrument model and the central control screen model is fundamentally transformed from "experience-based trial and error" to "data-driven", significantly improving the scientific nature, consistency and multi-type adaptability of the functional layout.

[0052] Step S103: Based on the first position, determine the first layout position of the vehicle's instrument panel on the instrument panel in the vehicle, and based on the second position, determine the second layout position of the vehicle's central control screen on the instrument panel.

[0053] In the technical solution provided in step S103 of this application, the first position of the instrument model and the second position of the central control screen model calculated in step S102 can be formally mapped to the physical layout scheme on the actual vehicle instrument panel, thus completing the key transformation from virtual simulation to engineering implementation.

[0054] In this embodiment, the first position of the instrument model determined in step S102 has taken into account the observation angle (e.g., 20° to 30° horizontal angle, 85° to 95° normal angle) and visual distance (810 to 850 mm) between the center of the eye ellipse of the human body model and the center of the instrument. It has also been verified by multi-body human models that there is no visual obstruction. Based on this, the first position can be transformed into the first layout position on the instrument panel of the actual vehicle according to the mapping relationship between the vehicle model and the actual vehicle, thus clarifying the layout position of the instrument on the instrument panel of the actual vehicle.

[0055] Optionally, since the second position of the central control screen model determined in step S102 is strictly limited to the boundary of the three fingers and one finger of the human body model, and avoids the blind spot range formed by the steering wheel model on the instrument panel model, the second position of the central control screen model on the instrument panel model of the vehicle model can also be transformed into the second layout position on the instrument panel of the actual vehicle according to the mapping relationship between the vehicle model and the actual vehicle.

[0056] Optionally, when deploying instruments on the dashboard according to the first layout position, the horizontal offset, mounting angle, and height reference of the instruments on the dashboard must be determined to ensure that they remain visible within the vehicle's mass production tolerance range. When deploying the central control screen on the dashboard according to the second layout position, the horizontal centering offset, vertical height reference, and tilt angle of the central control screen must be determined to ensure that the screen body of the central control screen is arranged parallel to the dashboard (i.e., forming a dashboard circumferential angle), thereby achieving overall harmony in appearance and ensuring that the driver can complete touch operation with only a slight wrist turn without deviating from the driver's forward field of vision.

[0057] This step precisely solidifies the virtual deployment positions of the instrument cluster and central control screen into manufacturable, assemblable, and verifiable engineering drawing dimensions, achieving a seamless connection from "human-machine simulation parameters" to "product design boundaries." This not only ensures the reliable implementation of key human-machine functions but also unifies the design language, providing a stable and reusable layout baseline for the coordinated arrangement of subsequent functional components (such as light switches, one-button start, and air vents). This significantly improves design efficiency, reduces changeover costs, and fundamentally guarantees visual clarity and operational comfort for drivers of different body types in real-world usage scenarios.

[0058] Steps S101 to S103 of this application, based on the standard sitting posture data of human body models of different body types in the vehicle model, accurately deduce the deployment position of the steering wheel model in the vehicle model, breaking through the limitations of traditional experience-based layout. Furthermore, by combining the deployment position of the steering wheel model with preset observation angle data, the visual positioning of the instrument panel model on the dashboard model is achieved, ensuring clear readability of key information. Simultaneously, by combining the deployment position of the steering wheel model with the reachability boundaries of the human body model, the installation area of ​​the central control screen model on the dashboard model is dynamically constrained, ensuring ease of operation and avoiding accidental touches. In other words, this application considers the standard sitting posture data of human body models of different body types to determine the deployment position of the steering wheel model in the vehicle model, and then uses the steering wheel position as a layout benchmark. By coordinating the three core constraints of vision, accessibility, and human-machine consistency, it achieves full coverage of the instrument panel and central control screen layout for drivers of different body types, enabling the functional layout of the dashboard to meet the usage needs of drivers of different body types, thereby solving the technical problem that the functional layout of the dashboard in a vehicle cannot meet the usage needs of different drivers.

[0059] The method described in this embodiment will be further described below.

[0060] As an optional embodiment, step S101, based on the sitting posture data of different types of human models in the vehicle model, determines the deployment position information of the steering wheel model in the vehicle model, including: inputting the sitting posture data of different types of human models in the vehicle model into the human simulation model for calculation to obtain the center position and tilt angle of the steering wheel model in the vehicle model, wherein the human simulation model is a model pre-trained using sitting posture data samples, center position samples and tilt angle samples of the steering wheel model; and determining the deployment position information of the steering wheel model in the vehicle model based on the center position and tilt angle.

[0061] In this embodiment, a data-driven human body simulation model is introduced to achieve automated and precise deployment of the steering wheel position. This human body simulation model is not a traditional empirical formula based on static geometric relationships, but rather an intelligent mapping model built through training with a large amount of real driving posture data and corresponding steering wheel position samples. For example, the training data for this human body simulation model comes from combinations of joint angles of drivers of different body types in standard driving postures, including more than ten key parameters such as the angle between the sole of the foot and the horizontal plane, the angle between the thigh and the lower leg, the angle between the torso and the vertical plane, and the angle between the upper arm and the torso. Simultaneously, the coordinates of the steering wheel center position and the tilt angle achievable by the driver in these postures are collected as output samples. Through machine learning modeling (e.g., neural networks or support vector regression) on massive samples, this human body simulation model has established a high-precision nonlinear mapping relationship between "human posture parameters → steering wheel spatial position," possessing the ability to automatically derive the corresponding steering wheel deployment scheme for any body type driver's posture input.

[0062] In this embodiment, standard comfortable sitting posture data (i.e., the aforementioned joint angle combinations) of three preset human body models (95%, 50%, and 5%) can be used as input and sequentially imported into the trained human body simulation model. Upon receiving the standard comfortable sitting posture data, the human body simulation model can process it and then output the steering wheel center position coordinates and tilt angle corresponding to each human body model, reflecting the three-dimensional spatial positioning and rotational posture of the steering wheel model within the vehicle model. This process is fully automated and requires no manual intervention or repeated trial and error.

[0063] Optionally, after obtaining the steering wheel center position coordinates and tilt angle corresponding to each human body model, the output results of the three types of human body models can be combined, and their intersection or weighted average area can be taken to determine a "universal steering wheel deployment position" that can cover all types of people. This deployment position can ensure that tall drivers can easily hold the steering wheel and avoid chest compression, while ensuring that short drivers do not experience fatigue due to excessive forward leaning, and meets the regulatory requirements for the adjustable range of the steering column and collision safety clearance. Finally, the position information of this steering wheel model serves as the geometric benchmark for the entire instrument panel model layout, providing a stable and reusable reference origin for the subsequent collaborative deployment of the instrument panel model and the central control screen model.

[0064] In this step, by introducing the trained human simulation model, a fundamental shift from "subjective experience setting" to "data-driven reasoning" is achieved, which significantly improves the scientificity, adaptability and consistency of the steering wheel layout, solves the layout deviation and human-machine conflict problems caused by individual differences in traditional methods, and lays a precise and intelligent underlying foundation for the design of the whole vehicle human-machine system.

[0065] As an optional embodiment, step S102, based on position information and preset observation angle data, determines the first position of the instrument model on the dashboard model of the vehicle model, including: determining the initial position of the instrument model on the dashboard model of the vehicle model based on position information and preset observation angle data; and correcting the initial position of the instrument model in the dashboard model based on the blind spot range formed by the steering wheel model on the dashboard model to obtain the first position of the instrument model on the dashboard model.

[0066] In this embodiment, the initial position of the instrument model on the dashboard model is scientifically determined through a two-stage logic of "initial positioning of the instrument model on the dashboard model - blind spot verification of the steering wheel model - final position correction of the instrument model on the dashboard model", ensuring that the instrument model achieves a balance between visual accessibility and operational safety.

[0067] Optionally, as described above, the preset observation angle data refers to two key geometric parameters formed by connecting the center of the human model's (driver's) eye ellipse and the center of the instrument panel in a standard sitting posture: first, the angle between this line and the horizontal line, set at 20°–30°, to ensure a natural downward tilt of the line of sight and avoid excessive upward tilting of the neck or fatigue; second, the angle between this line and the instrument panel surface, set at 85°–95°, to ensure the instrument panel surface is basically perpendicular to the line of sight, reducing optical distortion and glare interference. This data comes from ergonomic experiments and industry standards and is the core basis for instrument visibility. Based on this, and using the position information of the steering wheel model deployed in the vehicle model, as well as the preset observation angle data, the initial position of the instrument model on the instrument panel model can be derived through geometric calculations. That is, the position coordinates of the instrument model under ideal, unobstructed conditions that meet the above-mentioned observation angle and distance requirements, serving as the theoretical starting point for instrument layout.

[0068] Optionally, in actual driving, the rim and spokes of the steering wheel can create blind spots due to obstructed vision paths. These blind spots include the right-eye rim blind spot, the left-eye rim blind spot, the right-eye spoke blind spot, and the left-eye spoke blind spot. If the instrument panel is located within this blind spot, even if the viewing angle requirements are met, the driver will still be unable to clearly read key information, posing a safety hazard. Therefore, after determining the initial position of the instrument panel model on the dashboard model, the blind spot range formed by the steering wheel model on the dashboard model can be determined based on the position information of the steering wheel model in the vehicle model. Then, the initial position of the instrument panel model is corrected based on this blind spot to obtain the first position of the instrument panel model on the dashboard model. That is, this first position is the final deployment position after blind spot verification.

[0069] Optionally, a three-dimensional spatial simulation can be used to scan the initial position of the instrument model point by point to determine whether key areas on the surface of the instrument model (e.g., tachometer, speedometer, warning light area) spatially overlap with the blind spot of the steering wheel model. If obstruction occurs, the horizontal offset, vertical height, or tilt angle of the instrument model is automatically fine-tuned according to preset optimization rules (e.g., prioritizing the protection of the core instrument area and minimizing displacement) until the key information areas of the instrument model are completely outside the blind spot formed by the steering wheel model on the instrument panel model, while still maintaining the observation angle within the allowable range.

[0070] Optionally, the above execution process is entirely based on a digital simulation platform. Using the steering wheel model as the occlusion source and the human eye ellipse as the line-of-sight emission point, a ray tracing algorithm is used to simulate the visual penetration of drivers of various body types, thereby achieving automated and dynamic correction of the instrument model's position. This breaks through the limitations of traditional design relying on the designer's subjective judgment or two-dimensional view verification, achieving precise visual relationship modeling between "human-eye-steering wheel-instrument" in three-dimensional space, ensuring that the instrument model is "visible, readable, and interference-free" from the perspective of any body type.

[0071] This step achieves a crucial leap from "theoretical ideal" to "real usability" in instrument layout, not only improving information reading efficiency but also fundamentally avoiding driving risks caused by blind spots, providing core technical support for the safety and reliability of vehicle instrument human-machine interaction.

[0072] As an optional embodiment, step S102, based on location information and the reachable boundaries of the human body model, determines the second deployment position of the central control screen model on the instrument panel model, including: determining the blind spot range formed by the steering wheel model on the instrument panel model based on location information; and determining the second deployment position of the central control screen model on the instrument panel model based on the blind spot range and the deployment rules of the central control screen model on the instrument panel model, wherein the deployment rules are used to characterize the correspondence between different areas of the central control screen model and the reachable range of the human body model.

[0073] In this embodiment, the blind spot formed by the steering wheel model on the dashboard model refers to the area of ​​the space in front of the driver that cannot be directly observed by the driver's eyes due to obstruction by the steering wheel rim and spokes when the driver is in a normal sitting posture. This blind spot is not fixed but dynamically changes with the steering wheel position, driver height, eye ellipse center height, and line-of-sight angle. Specifically, this blind spot is divided into four sub-regions: right eye rim blind spot, left eye rim blind spot, right eye spoke blind spot, and left eye spoke blind spot. The rim blind spot mainly affects the field of vision in the low to mid-range, while the spoke blind spot covers the mid to high range. Together, they form a symmetrically distributed "V"-shaped visual obstruction area centered on the steering wheel. This area is precisely generated by a 3D simulation system, using the eye ellipse of the human model as the starting point and the steering wheel geometry as the obstruction, through ray tracing calculations. It represents a safety boundary that must be strictly avoided in the layout of the central control screen.

[0074] Optionally, the deployment rule of the aforementioned central control screen model on the dashboard model establishes a clear spatial mapping relationship between the physical area of ​​the central control screen and the accessible boundaries of the human body model. For example, this deployment rule includes: at least one-third of the left side of the central control screen model is located within the three-finger reachable boundary of the human body model, that is, in a natural arm-extended state, the thumb, index finger, and middle finger can stably touch the efficient operation area, ensuring that high-frequency functions such as air conditioning, volume, and navigation are easy to operate; while more than two-thirds of the central control screen model must be within the one-finger reachable boundary of the human body model, that is, the limit range that the fingertip can reach, to cover low-frequency or fine operations such as menu selection and voice wake-up, thereby achieving "full coverage of accessibility" for functional areas. This deployment rule is not a subjective experience judgment, but an engineering boundary statistically derived from dynamic hand reach simulation experiments of 95%, 50%, and 5% human body models in a virtual environment, ensuring that the design results are adaptable to drivers of different body types.

[0075] Optionally, the position information of the steering wheel model deployed in the vehicle model, as determined in step S101, can be used. Combined with the eye ellipse data of the human body model, the blind spot ranges in the four directions can be automatically calculated and output. Then, within the available space of the dashboard model, a multi-objective spatial search is conducted with the hard constraint of "not overlapping with any blind spot" and the optimization objective of "meeting the ratio of 3 fingers / 1 finger reaching the boundary area". Through the geometric constraint solving algorithm, the installation position, horizontal offset, vertical height, and tilt angle of the central control screen model are automatically adjusted until the left 1 / 3 area of ​​the central control screen model falls within the 3-finger boundary of the human body model and the entire 2 / 3 area falls within the 1-finger boundary of the human body model, and the entire display surface of the central control screen model maintains a safe distance from the steering wheel blind spot. At the same time, it is also necessary to ensure that the central control screen model and the dashboard model remain parallel to calculate the encirclement angle of the dashboard model and achieve the uniformity of the overall vehicle interior shape.

[0076] In this step, the blind spot range formed by the steering wheel model on the instrument panel model is considered, avoiding the risk of the functions on the central control screen being invisible due to the blind spot. This ensures that the driver can clearly observe the key information on the central control screen without looking down or to the side. Moreover, the deployment rules of the central control screen determine the deployment position of the central control screen model in the instrument panel model, realizing the convenience of function operation in the central control screen model, greatly reducing driver distraction and operating fatigue, and improving human-computer interaction efficiency and safety.

[0077] As an optional embodiment, the method further includes: determining the lower field-of-view control line of the human body model based on preset field-of-view rules, wherein the preset field-of-view rules are used to constrain the field-of-view boundary of the human body model, and the lower field-of-view control line is used to characterize the lowest field-of-view boundary of the human body model; and determining the upper boundary of the dashboard model based on the lower field-of-view control line, wherein the upper boundary is used to characterize the highest contour line of the dashboard model in the forward field-of-view direction of the human body model.

[0078] In this embodiment, the aforementioned lower field-of-view control line refers to the lowest visible ground plane boundary line that can be observed by the center of the eye ellipse of a human model (e.g., 95th, 50th, or 5th percentile) under a standard driving posture. It represents the lowest area that the driver's line of sight can reach during normal driving. This lower field-of-view control line is not a theoretical limit, but a legally mandated minimum visible boundary set according to industry vision regulations. It typically requires that when the driver is in a stable sitting posture with their head facing forward, they can clearly see the ground area at least a certain distance below the windshield (e.g., 1.5 to 3 meters in front of the vehicle) to ensure timely identification of key elements such as road edges, obstacles, and traffic markings, and to avoid "blind spots" caused by excessively high dashboard obstruction.

[0079] Optionally, the aforementioned preset field of vision rules are used to standardize the set of engineering constraints for generating the lower field of vision control line. These constraints may include: the human model being in a standard driving posture, within the comfortable range of joint angles; the starting point of the line of sight being the center of the eye ellipse, with the line of sight extending horizontally forward until it intersects the ground, and this intersection point being defined as the reference point of the lower field of vision control line; to accommodate drivers of different body types, the lower field of vision control line needs to be calculated for three human models of 95%, 50%, and 5% respectively, and the line with the highest position among the three is taken as the "control reference" for the overall vehicle design, ensuring that even the smallest driver can meet the minimum regulatory requirements, thereby achieving "full coverage of all people"; the preset field of vision rules also require that the lower field of vision control line be located on a reasonable extension line of the area where the lower edge of the windshield meets the floor, to avoid affecting the windshield structure design or wiper layout due to excessive downward tilting.

[0080] Optionally, in a virtual simulation environment, based on the human body model in a standard driving posture and the comfortable range of joint angles, three human body models (95%, 50%, and 5%) are accurately placed into the vehicle model to ensure the seating posture meets comfort requirements. Then, starting from the center of the eye ellipse of each human body model, a line of sight is emitted horizontally forward. Combining this with the ground plane in the vehicle coordinate system, the position of the lower field of vision control line corresponding to each driver's body type is automatically calculated. Next, the three control lines are compared and analyzed, and the one with the highest position (i.e., closest to the driver) is selected as the mandatory control baseline for the entire vehicle design, representing the most stringent field of vision constraints. Finally, this baseline is offset upwards by a preset safety margin and used as the basis for generating the upper boundary of the instrument panel, i.e., the highest contour line of the instrument panel in the forward field of vision direction. This highest contour line is located below the baseline, ensuring that any structure (including the instrument panel cover, trim strips, air vents, etc.) does not intrude into the driver's legal field of vision area, ensuring driving safety.

[0081] In this step, the preset vision rules are transformed into quantifiable, traceable, and replicable engineering boundaries, eliminating the risk of obstructed forward vision caused by excessively high dashboards from the source and ensuring the driving safety of drivers of different body types. At the same time, this boundary also provides a clear boundary line for dashboard design, enabling designers to always adhere to the bottom line of safety while pursuing aesthetics and integration, thus achieving a unity of "safety and aesthetics".

[0082] As an optional implementation, the method further includes: determining the rear boundary of the dashboard model based on the leg movement space of the human body model in a standard sitting posture, wherein the rear boundary of the dashboard model is used to characterize the mounting plane allowed by the dashboard model when the leg movement space is minimal.

[0083] In this embodiment, the rear boundary of the instrument panel model refers to the foremost mounting plane of the instrument panel model in the longitudinal direction of the vehicle model. Its core function is to define the available space boundary in front of the driver's legs. This rear boundary of the instrument panel model is not simply a structural outline that meets static assembly requirements, but rather a rigid engineering constraint surface set based on dynamic human-machine safety and survival space requirements. In a standard seating position, the driver's legs need sufficient room to move to achieve flexibility and comfort in pedal operation; however, in extreme collision conditions, this space is more directly related to the occupant's life safety, i.e., the "survival space." That is, the rear boundary of the instrument panel must ensure that after collision deformation, it still provides a sufficient buffer area for the driver's legs, avoiding compression of the chest cavity or pelvis and reducing the risk of serious injury. Therefore, this rear boundary is essentially the result of the superposition of the dual limits of "comfortable operating space" and "collision survival space." Its position directly determines the three-dimensional spatial relationship between the instrument panel and the floor, pedals, and steering column, and is one of the cornerstones of the vehicle's human-machine safety architecture.

[0084] Optionally, based on the standard sitting posture parameters of the 95%, 50%, and 5% human body models in the disclosure document, the geometry of key nodes such as the knee, hip, foot, and thigh-to-calf angle can be fully reproduced. Subsequently, based on the floor and accelerator pedal positions in the vehicle model, the motion envelope of the driver's legs during full pedal operation (from fully released to fully depressed) is dynamically simulated in the simulation environment, accurately calculating the maximum forward limit position that the legs of the three human body models can reach under various working conditions. Simultaneously, combining the "post-collision leg intrusion limit" specified in vehicle collision safety standards, the maximum allowable compressive deformation of the instrument panel model under simulated collision loads is calculated, and based on this, the minimum safety distance that must be reserved at the rear boundary of the instrument panel model, i.e., the leg safety distance, is derived. This leg safety distance integrates the requirements of static operating clearance (e.g., the knee-to-instrument clearance should not be less than 120mm) and dynamic collision margin (e.g., post-collision leg intrusion should not exceed 150mm).

[0085] Optionally, the precise three-dimensional plane of the instrument panel model's rear boundary in the vehicle coordinate system is calculated based on the foremost point of the leg envelope of the model with the most stringent leg movement space requirements among the three human body models (typically the 95th percentile). This plane must not only ensure no leg compression in a static sitting position but also provide survival space for the legs no less than the legally required amount in extreme collision scenarios, while avoiding interference with critical components such as the steering column, brake lines, and wiring harnesses. Once this rear boundary is determined, it serves as a rigid constraint on the instrument panel model's structural design, permeating the entire process of subsequent modular design, material selection, and strength verification, ensuring that core human-machine safety requirements are met from concept to mass production.

[0086] Through the above steps, a fundamental shift has been achieved from "experience-based estimation" to "data-driven, safety-first" considerations for the dashboard's rear boundary. This transforms passive safety design into proactive parametric constraints, enabling the identification of critical safety boundaries early in vehicle development and significantly reducing the costs and safety risks associated with later modifications due to space constraints. More importantly, this method ensures coverage for drivers of all heights, from short to tall, realizing a "human-centered" safety design philosophy.

[0087] As an optional implementation, the method further includes: determining the boundary data of the dashboard model based on the upper boundary, the rear boundary, and the circumference angle of the dashboard model; converting the boundary data of the dashboard model into the boundary data of the instrument; and determining the layout positions of functional components on the dashboard other than the instrument and the central control screen based on the boundary data of the instrument and preset functional requirements.

[0088] In this embodiment, the boundary data of the dashboard model is defined by three key geometric parameters: the upper boundary of the dashboard model, the rear boundary of the dashboard model, and the circumference angle of the dashboard model. These three parameters, from the perspectives of forward field of view, legroom, and human-computer interaction, respectively, jointly construct the three-dimensional spatial contour framework of the dashboard model.

[0089] Optionally, as described above, the upper boundary of the instrument panel model refers to the highest outline of the instrument panel model in the forward field of vision direction of the vehicle model. Its position is strictly constrained by the forward lower field of vision control line to ensure that the instrument panel model does not obstruct the road information ahead within the legal field of vision of any driver of any size. This boundary is the "visual red line" that ensures driving safety. Its height determines the spatial relationship between the top of the instrument panel and the lower edge of the windshield, and is a core control parameter to prevent "visual oppression" and "blind spots ahead".

[0090] Optionally, as described above, the rear boundary of the instrument panel model is the foremost mounting plane of the instrument panel model in the longitudinal direction of the vehicle model. It is determined by the leg safety distance of the human body model, comprehensively considering the leg movement space of human body models of different body types in a standard sitting posture and the survival space requirements under collision conditions. This boundary not only avoids the legs from being compressed by the instrument panel during driving, but also provides necessary buffer deformation space for the occupant's torso and lower limbs during a collision.

[0091] Optionally, the encirclement angle of the aforementioned instrument panel model refers to the lateral wrapping angle of the instrument panel model around the driver's center line in a horizontal cross-section, the value of which is derived from the placement of the central control screen. Since the central control screen model needs to be installed parallel to the instrument panel model to ensure visual consistency and operational comfort, and the position of the central control screen model is limited by the driver's three-finger and one-finger reach boundaries, the encirclement angle is essentially a geometric representation of the human-computer interaction requirements of the central control screen model in its styling. This angle determines the "embracing" curvature of the instrument panel model from left to right, directly affecting the driver's lateral field of vision coverage, the naturalness of the reach path, and the overall technological feel and atmosphere of the interior.

[0092] Optionally, the boundary data of the dashboard model can be determined based on the upper boundary, the rear boundary, and the circumference angle of the dashboard model, and then the boundary data of the dashboard model can be converted into the boundary data of the instrument.

[0093] For example, based on the correspondence between the vehicle model and the vehicle, the boundary data of the dashboard model can be converted into the boundary data of the actual vehicle's dashboard through coordinate system mapping and geometric transformation, thereby providing boundary constraints for the subsequent deployment of other functional components on the dashboard.

[0094] Optionally, after determining the boundary data of the instrument, the layout of functional components on the instrument panel other than the instrument and the central control screen can be determined based on the boundary data of the instrument and the preset functional requirements.

[0095] Optionally, the aforementioned preset functional requirements refer to the types, quantities, operational priorities, and spatial relationships of all non-core display functional components that must be integrated into the driver's area of ​​the instrument panel, based on vehicle driving tasks, human-machine interaction logic, and industry-standard configuration. Although these functional components do not directly display core information like the instrument cluster and central control screen, their arrangement directly affects driving safety, ease of operation, and overall vehicle performance, and is a key component in achieving a "fully integrated human-machine interface."

[0096] Optionally, based on the boundary data of the dashboard and the aforementioned list of preset functional requirements, including trailer valve, parking valve, driver's right-side air vent, right-side function switch, storage box, one-button start switch, left-side function switch, light switch, and driver's left-side air vent, the layout of the remaining functional components is automatically completed according to the three principles of "priority + spatial adaptation + aesthetic coordination." Among them, the instrument panel and central control screen have their positions pre-locked due to their involvement in core safety and operational functions; the remaining components are intelligently arranged within the remaining available space of the dashboard based on operating frequency, ergonomic priority (e.g., high-frequency switches are placed near the reachable boundaries), symmetrical distribution principles, and streamlined design requirements. It can automatically detect whether there is interference between components, whether they obstruct the view, or whether they exceed the reachable range, and output a final layout scheme that meets the requirements of "accessible, identifiable, non-interference, and non-conflicting."

[0097] This step represents a significant leap from "isolated component placement" to "system boundary-driven" design. By defining a complete dashboard boundary collaboratively through the upper boundary, rear boundary, and encirclement angle, design compliance and safety are ensured. This transforms the dashboard from a tool for repeated trial and error by designers into an intelligent carrier "defined by requirements." The layout of other functional components is no longer a matter of subjective aesthetic judgment but rather a verifiable, reusable, and mass-producible engineering outcome. This greatly improves design efficiency, reduces development risks, and provides a solid technical foundation for platform-based and modular vehicle interior development.

[0098] The following description, using a preferred embodiment of this application and taking the design of a commercial vehicle dashboard as an example, further illustrates the above-mentioned technical solutions of the embodiments of this application.

[0099] In related technologies, the design of commercial vehicle dashboards often focuses on functional zoning (e.g., dividing the dashboard into working sections, rest sections, etc.) or only controls the outer boundary through human factors engineering, lacking a systematic, parametric, and multi-constraint collaborative layout method. In particular, in the layout of key components such as instruments and central control screens, the design constraints of multiple dimensions, such as the joint parameters of the driver's comfortable sitting posture, the blind spot of the steering wheel, the range of hand reach, vision regulations, and leg survival space, are not organically integrated and sequentially linked. This results in layout schemes relying on experience judgment, high iteration costs, insufficient human-machine adaptability, and difficulty in taking into account the general needs of different percentages of drivers (e.g., 5%, 50%, 95%).

[0100] However, this application provides a method for determining the layout of the instrument panel in a commercial vehicle. It imports the comfort joint angles of three human body models (95%, 50%, and 5%) into a human body simulation model to deduce the steering wheel position. Then, it initially locates the instrument panel position using a preset instrument viewing angle. The instrument panel position is dynamically verified through the multi-area blind spots formed by the steering wheel rim and spokes to ensure unobstructed visibility. Next, based on the requirement that the central control screen must be within the reach of three / one finger fingers and not obstructed, the instrument panel's wraparound angle is calculated. Finally, by linking the visual field control line and the leg safety distance, the upper and rear boundaries of the instrument panel are determined, forming a closed-loop parametric design process of "steering wheel → instrument panel → central control screen → instrument panel boundary." This achieves integrated, intelligent, and standardized definition of functional component layout and structural boundaries, significantly improving design efficiency, human-machine adaptability, and design consistency. This solves the technical problem in related technologies where instrument panel designs in vehicles fail to meet the usage needs of different drivers.

[0101] Figure 2 This is a flowchart of a method for determining the layout of an instrument panel in a commercial vehicle according to an embodiment of this application, such as... Figure 2 As shown, the method includes the following steps.

[0102] Step S201: Based on comfortable human sitting posture data, determine the deployment position of the steering wheel in the vehicle.

[0103] In this embodiment, driver comfort is the primary consideration. Three percentile human body models (95th, 50th, and 5th percentiles) are used. Based on a predefined series of joint angle parameters, including the angles between the foot and the horizontal plane, the foot and lower leg, the thigh and lower leg, the thigh and the horizontal plane, the thigh and torso, the torso and the vertical plane, the torso and upper arm, the upper arm and forearm, and the forearm and hand, the comfort range values ​​for each joint are input. In the virtual simulation environment, parametric modeling automatically and iteratively solves for comfortable seating postures for drivers of different body types, and based on this, the positions of the steering wheel hub and rim in three-dimensional space are deduced. This step ensures that the steering wheel arrangement not only conforms to the natural human posture but also considers the universality of drivers of different body types, laying a human-machine benchmark for the deployment of all subsequent functional components.

[0104] Step S202: Based on the steering wheel deployment position, the deployment position of the instrument on the instrument panel is determined by parametric design.

[0105] In this embodiment, after the steering wheel position is fixed, based on the principle of human visual comfort and according to preset engineering parameters: the angle between the line connecting the center of the eye ellipse and the instrument center and the horizontal line is 20° to 30°, the angle with the instrument surface is 85° to 95°, and the distance between the center of the eye ellipse and the instrument center is 810 to 850 mm, the preliminary arrangement position of the instrument is automatically generated through parametric calculation. This process does not rely on manual trial installation, but directly associates the spatial relationship between the eye ellipse and the instrument center with a mathematical model, ensuring that when the driver naturally looks ahead, the instrument reading is in the visual focal area, avoiding visual fatigue or misreading caused by looking up or down, and achieving the basic human-machine goal of "seeing clearly and effortlessly".

[0106] Step S203: Based on the instrument blind zone verification results, the deployment location of the instrument is corrected.

[0107] In this embodiment, the initial instrument panel placement may be obstructed by the steering wheel structure, creating blind spots. Therefore, based on the steering wheel model, the three-dimensional spatial range of the right and left wheel rim blind spots, the right wheel spoke blind spot, and the left wheel spoke blind spot are precisely simulated. The initial instrument panel position is automatically tested for blind spot penetration. If the instrument panel display area overlaps with any blind spot, an automatic correction mechanism is triggered: by fine-tuning the instrument panel's vertical height, front-to-back distance, or tilt angle, the instrument panel is completely removed from all blind spot ranges. This step ensures "unobstructed visibility" of the instrument panel information, a core guarantee for preventing driver distraction and improving driving safety.

[0108] Step S204: Determine the deployment position of the central control screen on the instrument panel based on the blind spot of the steering wheel and the hand reach boundary.

[0109] In this embodiment, the layout of the central control screen must simultaneously meet the requirements of being both "visible" and "touchable." The system first ensures that its overall appearance is not obstructed by the steering wheel's blind spot. Under this premise, based on a predefined "hand reach boundary" rule: at least one-third of the left side of the central control screen must be within the three-finger reach boundary, and more than two-thirds should be within the one-finger reach boundary—automatically optimizing its horizontal offset, tilt angle, and height. The system also requires the central control screen to remain parallel to the instrument panel to inversely adjust the instrument panel's wraparound angle and achieve overall design consistency. This step achieves a balance between safe visibility and efficient operation of the central control screen, making frequently used functions readily accessible and significantly reducing driver distraction.

[0110] Step S205: Determine the upper boundary of the instrument panel based on the forward downward visibility requirements.

[0111] In this embodiment, a "forward downward vision control line" is generated by projecting the driver's line of sight horizontally forward based on the center of the driver's eye ellipse and combining it with the intersection of the lower edge of the windshield and the ground. This line represents the lowest ground boundary that the driver must be able to see in any seating position. The upper edge of the dashboard must be completely below this control line to ensure that the top structure of the dashboard (such as trim strips and air vents) does not obstruct the road ahead. This step shifts the dashboard design from "aesthetics-oriented" to "regulatory compliance-oriented," fundamentally avoiding the problem of limited visibility caused by exaggerated styling.

[0112] Step S206: Determine the rear boundary of the instrument panel based on the driver's leg safety distance.

[0113] In this embodiment, the focus is on safety and survival space. Based on 95%, 50%, and 5% human body models, the system simulates the leg motion envelope of a driver under normal driving and collision conditions. Combining this with regulatory limits on "leg intrusion" after a collision, the minimum safe leg distance is calculated. The rear boundary of the dashboard is strictly set to not exceed the plane defined by this safe distance, ensuring sufficient buffer space for the legs during emergency braking or a collision, preventing direct impact with the dashboard's rigid structure and resulting lower limb injuries. This boundary not only ensures comfort during daily operation but also forms the last line of defense for life safety.

[0114] Step S207: Based on the above conditions, determine the deployment positions of functional components such as light switches, function switches, manual valves, and air vents on the instrument panel.

[0115] In this embodiment, after completing the systematic constraints on the instrument panel, central control screen, upper boundary, rear boundary, and encirclement angle, the system enters the refined layout stage of functional components. Based on a preset list of functional requirements (e.g., trailer valve, parking valve, right / left air vents, right / left function switches, one-button start switch, light switches), the system intelligently arranges these components within the remaining available space. Layout rules include: high-frequency switches close to reachable boundaries, key safety valves concentrated and independent, air vents coordinated with the encirclement angle shape, storage boxes not encroaching on safety space, all components not obstructing the instrument panel or central control screen, and no interference with the steering column and airbag deployment path. Through space avoidance algorithms and human-machine accessibility verification, a final layout scheme that meets the requirements of "full functionality, convenient operation, visually clean appearance, and safe and reliable operation" is automatically generated.

[0116] In steps S201 to S207 above, the steering wheel position is precisely locked based on multi-percentile human posture data to ensure the comfort of drivers of different body types. Then, the initial position of the instrument panel is determined by parameterizing visual angles and distances, and combined with dynamic verification of the steering wheel blind spot, completely eliminating the risk of visual obstruction. The layout of the central control screen integrates blind spot and hand reach boundary constraints to achieve efficient interaction that is both "clearly visible and tangible." The upper and rear boundaries are rigidly constrained by forward downward field of vision regulations and leg safety distances, respectively, ensuring compliance and collision survival space. Finally, all auxiliary function components are intelligently arranged within the aforementioned geometric boundaries and human-machine interface framework, balancing operational convenience, safety isolation, and aesthetic harmony. This method breaks through the bottlenecks of traditional trial-and-error design, significantly improving design efficiency, reducing development costs, and avoiding regulatory risks, while achieving a high degree of unity between safety, ergonomics, and aesthetics.

[0117] The following will be discussed. Figures 3 to 9 The accompanying figure labels will be explained.

[0118] 20: Instrument panel; 21: Rear boundary of instrument panel; 22: Upper boundary of instrument panel; 23: Embrace angle of instrument panel.

[0119] 30: Instrument panel; 31: Accelerator pedal; 32: Floor; 33: Windshield; 34: Trailer valve; 35: Parking valve; 36: Central control screen; 37: Driver's right air vent; 38: Right-side function switch; 39: Storage box; 40: One-button start switch; 41: Left-side function switch; 42: Light switch; 43: Driver's left air vent; 44: Steering wheel.

[0120] 441: Steering wheel rim; 442: Steering wheel hub.

[0121] 100: 95% human model; 200: 50% human model; 300: 5% human model.

[0122] 101: Heel point; 102: Foot joint; 103: Knee joint; 104: H point; 105: Shoulder joint; 106: Elbow joint; 107: Wrist joint; 108: Eye ellipse; 109: Center of eye ellipse.

[0123] 111: Angle between the sole of the foot and the horizontal plane; 112: Angle between the sole of the foot and the lower leg; 113: Angle between the thigh and the lower leg; 114: Angle between the thigh and the horizontal plane; 115: Angle between the thigh and the torso; 116: Angle between the torso and the vertical plane; 117: Angle between the torso and the upper arm; 118: Angle between the upper arm and the forearm; 119: Angle between the forearm and the hand; 120: Angle between the line connecting the center of the eye ellipse and the center of the instrument and the horizontal line; 121: Angle between the line connecting the center of the eye ellipse and the center of the instrument and the instrument surface.

[0124] 131: Distance between the center of the eye ellipse and the center of the instrument panel; 132: Leg safety distance.

[0125] 140: Lower frontal field of vision control line.

[0126] 150: Blind spot; 151: Blind spot of the right eyelid rim; 152: Blind spot of the left eyelid rim; 153: Blind spot of the right eyelid spokes; 154: Blind spot of the left eyelid spokes.

[0127] 160: Hand reaches the boundary; 161: 5-finger hand reaches the boundary; 162: 3-finger hand reaches the boundary; 163: 1-finger hand reaches the boundary.

[0128] Figure 3 This is a schematic diagram of a human sitting posture according to an embodiment of this application. Figure 3 As shown, simplified lines and key anatomical nodes clearly present the relative positions and angular relationships of the major joints of the human body in a standard driving posture, providing a geometric reference for all subsequent parametric calculations. The figure clearly marks nine key anatomical points from the feet to the head: heel point (101), foot joint (102), knee joint (103), H point (104, i.e., the center of hip rotation), shoulder joint (105), elbow joint (106), and wrist joint (107), and the center of the eye ellipse (109) represents the driver's visual focus position. Meanwhile, the figure systematically defines nine key joint angles that affect driving comfort using angular labels, including the angle between the sole of the foot and the horizontal plane (111), the angle between the sole of the foot and the lower leg (112), the angle between the thigh and the lower leg (113), the angle between the thigh and the horizontal plane (114), the angle between the thigh and the torso (115), the angle between the torso and the vertical plane (116), the angle between the torso and the upper arm (117), the angle between the upper arm and the forearm (118), and the angle between the forearm and the hand (119). These angle values ​​are directly derived from the ergonomics database and represent the comfort range for drivers to maintain a low-fatigue state during long-distance driving.

[0129] Figure 4This is a schematic diagram of a human body model at different percentiles according to an embodiment of this application. For example... Figure 4 As shown, three typical human body size models are clearly displayed: the 95th percentile (100), the 50th percentile (200), and the 5th percentile (300). These models represent the differences in three-dimensional body shape under the same driving posture, indicating that the height and limb length of drivers are at the 95th percentile (tall), 50th percentile (medium), and 5th percentile (short), respectively. The three human body size models show significant differences in spatial distribution, realistically reflecting the physical boundaries of seat adjustment, pedal travel, and eye level for drivers of different body types.

[0130] Figure 5 This is a schematic diagram of an instrument arrangement according to an embodiment of this application. Figure 5 As shown, the key geometric relationship between the driver's vision system and the instrument display panel is presented intuitively. The figure clearly marks three core parameters that determine the comfort of the instrument layout in the form of a side view section: the angle (120°) between the line connecting the center of the eye ellipse and the center of the instrument and the horizontal line, the angle (121°) between the line connecting the center of the eye ellipse and the center of the instrument and the instrument surface, and the distance (131°) between the center of the eye ellipse and the center of the instrument. Among them, the angle 120° (20°~30°) ensures that when the driver looks straight ahead, his line of sight falls on the instrument panel surface at a slightly downward angle, avoiding neck fatigue caused by looking up or obstructing the forward view by looking down; the angle 121 (85°~95°) ensures that the line of sight is basically perpendicular to the instrument display surface, reducing optical distortion and reflection interference, and ensuring clear and accurate readings; the distance 131 (810~850mm) is set based on the human eye's information recognition distance. Too close can cause visual pressure, while too far will affect the efficiency of information acquisition. The figure uses the eye ellipse (108) as a representative of the driver's visual focus, transforming subjective comfort into quantifiable and simulable engineering parameters.

[0131] Figure 6 This is a schematic diagram of a steering wheel blind spot according to an embodiment of this application. Figure 6As shown, the steering wheel structure, including the rim and spokes, is accurately depicted in a side-view and top-view combined cross-section, forming four key blind spots in the driver's line of sight: right eye rim blind spot (151), left eye rim blind spot (152), right eye spoke blind spot (153), and left eye spoke blind spot (154). These blind spots are not empirical estimates, but precise three-dimensional spatial regions obtained by ray tracing simulation based on the center of the eye ellipse of 95%, 50%, and 5% human body models and the three-dimensional geometric model of the steering wheel. This figure transforms the fuzzy design risk of visual occlusion into measurable, verifiable, and avoidable engineering constraints. The initial placement of the instrument (30) must pass through the penetration detection of the blind spots shown in this figure. If any display area falls into any blind spot, the position correction mechanism will be automatically triggered to ensure that the key information of the instrument (such as vehicle speed, RPM, and warning lights) is always within the driver's "unobstructed field of vision". At the same time, the diagram also provides important guidance for the layout of the central control screen (36), preventing it from being blocked by the wheel spokes and causing operational failure.

[0132] Figure 7 This is a top view schematic diagram of a commercial vehicle dashboard layout and design method according to an embodiment of this application. Figure 7 As shown, the top-down cross-section from the driver's perspective intuitively presents the overall outline of the instrument panel (20), the instrument (30), the trailer valve (34), the parking valve (35), the central control screen (36), and the spatial relationship of the hand reach boundary (160) on the horizontal plane, highlighting the dual constraint mechanism of "blind spot" and "hand reachable area" on the functional layout. The figure clearly marks three types of hand reach boundaries: 5-finger reachable boundary (161), 3-finger reachable boundary (162), and 1-finger reachable boundary (163), representing the reachable range of the largest, medium, and fine operations, respectively. The placement of the central control screen (36) is forcibly constrained to the area where "at least one-third of the left side is within 162 and two-thirds of the left side is within 163", ensuring that the driver can easily complete touch operation without changing the sitting posture or excessively reaching out, while avoiding obstruction by the steering wheel. The figure also shows the basis for the formation of the instrument panel's wraparound angle (23): the parallel arrangement of the central control screen (36) and the instrument panel 30 makes the instrument panel naturally wrap around the driver in an arc shape, enhancing the sense of spatial integration and operational immersion.

[0133] Figure 8 This is a side view schematic diagram of a commercial vehicle dashboard layout and design method according to an embodiment of this application. Figure 8As shown, the three-dimensional geometric relationship between human sitting posture, vision regulations, leg space, and instrument panel boundary is integrated in the form of a side view cross section, focusing on the three key technical constraints in the vertical direction: the forward lower vision control line (140), the leg safety distance (132), and the positioning basis of the upper boundary (22) and the rear boundary (21) of the instrument panel. The forward lower vision control line (140) is drawn in accordance with the mandatory vision regulations of the industry, with the center (109) of the driver's eye ellipse as the reference. This line represents the boundary of the lowest ground area that the driver must be able to clearly see in a normal sitting posture. The upper boundary (22) of the instrument panel is strictly set above this control line to ensure that the instrument structure does not obstruct key road information (such as traffic signs and road obstacles), thus fundamentally ensuring driving safety. Meanwhile, the figure clearly marks the leg safety distance (132), which refers to the minimum survival space that must be maintained between the rear edge of the dashboard (21) and the driver's knee joint or H point (104) under collision conditions. Its value is set according to the collision safety standard to ensure that the driver's lower limbs have sufficient crumple buffer space to avoid serious crushing injury when the vehicle is involved in a frontal collision.

[0134] Figure 9 This is a front view schematic diagram of a commercial vehicle dashboard layout and design method according to an embodiment of this application. Figure 9 As shown, a high-precision three-dimensional frontal view comprehensively displays the data based on the aforementioned... Figures 2 to 8 After determining all boundary conditions and functional layout logic, the final standardized commercial vehicle dashboard layout scheme is formed. The complete outer boundary of the dashboard (20) is clearly marked in the figure. Within this boundary, all functional components are deployed according to the principles of priority and coordination: the instrument (30) and the central control screen (36) are the highest priority components, and have been accurately positioned according to the eye ellipse angle, blind spot check and hand reach boundary constraints to ensure visibility and ease of operation; driving assistance and control components: trailer valve (34), parking valve (35), one-button start switch (40), light switch (42) and other key operating devices are based on the ergonomic principle of "common functions are close to each other". Following the principle of "easy to touch and high-frequency operation", the components are arranged within the driver's natural hand travel range and avoid the blind spots of wheel rims and spokes; Environmental control components: the driver's left air vent (43) and the driver's right air vent (37) are symmetrically distributed, taking into account both comfort and airflow uniformity; Auxiliary storage and function switches: non-core components such as storage box (39), left function switch (41), and right function switch (38) are flexibly adapted according to the principle of styling coordination and minimizing human-machine interference, reflecting the design philosophy of "rigid primary constraint and flexible secondary arrangement" of this invention.

[0135] According to an embodiment of this application, a device for determining the layout position of a dashboard in a vehicle is also provided. It should be noted that this device for determining the layout position of a dashboard in a vehicle can be used to execute the method for determining the layout position of a dashboard in a vehicle as described in the embodiments.

[0136] Figure 10 This is a schematic diagram of a device for determining the layout position of a vehicle dashboard according to an embodiment of this application. Figure 10 As shown, the layout position determination device 1000 on the dashboard of the vehicle may include: a first determination unit 1001, a second determination unit 1002 and a third determination unit 1003.

[0137] The first determining unit 1001 is used to determine the position information of the steering wheel model deployed in the vehicle model based on the sitting posture data of different types of human body models in the vehicle model. The different types of human body models are used to simulate drivers of different body types, the vehicle model is used to simulate the vehicle, and the sitting posture data is used to characterize the standard sitting posture of the human body model in the vehicle model.

[0138] The second determining unit 1002 is used to determine the first position of the instrument model on the dashboard model of the vehicle model based on the position information and the preset observation angle data, and to determine the second position of the central control screen model on the dashboard model based on the position information and the reachable boundary of the human body model. The observation angle data is used to characterize the angle at which the human body model observes the instrument model in a standard sitting posture, and the reachable boundary is used to characterize the range that the human body model can reach.

[0139] The third determining unit 1003 is used to determine, based on the first position, a first layout position of the vehicle's instrument panel on the dashboard in the vehicle, and based on the second position, a second layout position of the vehicle's central control screen on the dashboard.

[0140] Optionally, the first determining unit 1001 is further configured to: input the sitting posture data of different types of human models in the vehicle model into the human simulation model for calculation to obtain the center position and tilt angle of the steering wheel model deployed in the vehicle model, wherein the human simulation model is a model pre-trained using sitting posture data samples, center position samples and tilt angle samples of the steering wheel model; and determine the position information of the steering wheel model deployed in the vehicle model based on the center position and tilt angle.

[0141] Optionally, the second determining unit 1002 is further configured to: determine the initial position of the instrument model on the dashboard model of the vehicle model based on the position information and preset observation angle data; and correct the initial position of the instrument model in the dashboard model based on the blind spot range formed by the steering wheel model on the dashboard model to obtain the first position of the instrument model on the dashboard model.

[0142] Optionally, the second determining unit 1002 is further configured to: determine the range of the blind spot formed by the steering wheel on the dashboard model based on the position information; and determine the second position of the central control screen model on the dashboard model based on the range of the blind spot and the deployment rules of the central control screen model on the dashboard model, wherein the deployment rules are used to characterize the correspondence between different areas of the central control screen model and the range that the human body model can reach.

[0143] Optionally, the device 1000 is further configured to: determine the lower field-of-view control line of the human body model based on a preset field-of-view rule, wherein the preset field-of-view rule is used to constrain the field-of-view boundary of the human body model, and the lower field-of-view control line is used to characterize the lowest field-of-view boundary of the human body model; and determine the upper boundary of the instrument panel model based on the lower field-of-view control line, wherein the upper boundary is used to characterize the highest contour line of the instrument panel model in the forward field-of-view direction of the human body model.

[0144] Optionally, the device 1000 is also used to: determine the rear boundary of the dashboard model based on the leg movement space of the human body model in a standard sitting position, wherein the rear boundary of the dashboard model is used to characterize the mounting plane allowed by the dashboard model when the leg movement space is minimal.

[0145] Optionally, the device 1000 is also used to: determine the boundary data of the instrument panel model based on the upper boundary, the rear boundary, and the circumference angle of the instrument panel model; convert the boundary data of the instrument panel model into the boundary data of the instrument; and determine the layout position of the functional components on the instrument panel other than the instrument and the central control screen based on the boundary data of the instrument and preset functional requirements.

[0146] In this embodiment, based on the standard sitting posture data of human body models of different body types in the vehicle model, the deployment position of the steering wheel model in the vehicle model is accurately deduced, breaking through the limitations of traditional experience-based layout. Furthermore, by combining the deployment position of the steering wheel model with preset observation angle data, the visual positioning of the instrument panel model on the dashboard model is achieved, ensuring clear readability of key information. Simultaneously, by combining the deployment position of the steering wheel model with the reachability boundaries of the human body model, the installation area of ​​the central control screen model on the dashboard model is dynamically constrained, ensuring ease of operation and avoiding accidental touches. In other words, this application considers the standard sitting posture data of human body models of different body types to determine the deployment position of the steering wheel model in the vehicle model, and then uses the steering wheel position as a layout benchmark. By coordinating the three core constraints of vision, accessibility, and human-machine consistency, the layout of the instrument panel and central control screen achieves full coverage of driver groups of different body types, enabling the functional layout of the dashboard to meet the usage needs of drivers of different body types, thereby solving the technical problem that the functional layout of the dashboard in a vehicle cannot meet the usage needs of different drivers.

[0147] Embodiments of this application also provide an electronic device. Figure 11 This is a schematic diagram of an electronic device according to an embodiment of this application. Figure 11 As shown, the electronic device 1100 may include a memory 1101 and a processor 1102. The memory 1101 stores an executable program; the processor 1102 is used to run the executable program stored in the memory 1101, wherein the program executes the methods described in various embodiments of this application during runtime.

[0148] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0149] Embodiments of this application also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the layout position determination method on a dashboard in a vehicle according to various embodiments of this application.

[0150] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to execute the layout position determination method on the dashboard in a vehicle according to various embodiments of this application.

[0151] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the method for determining the layout position on a dashboard in a vehicle according to various embodiments of this application.

[0152] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the method for determining the layout position on a dashboard in a vehicle according to various embodiments of this application.

[0153] The embodiments of this application also provide a computer program that, when executed by a processor, implements the method for determining the layout position of the dashboard in a vehicle as described in the various embodiments of this application.

[0154] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0155] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0156] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0157] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0158] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0159] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. 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 this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0160] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining the layout position of a dashboard in a vehicle, characterized in that, include: Based on the sitting posture data of different types of human body models in the vehicle model, the position information of the steering wheel model of the vehicle in the vehicle model is determined. The different types of human body models are used to simulate drivers of different body types, the vehicle model is used to simulate the vehicle, and the sitting posture data is used to characterize the standard sitting posture of the human body model in the vehicle model. Based on the location information and preset observation angle data, a first position for the instrument panel model to be deployed on the dashboard model of the vehicle model is determined, and a second position for the central control screen model to be deployed on the dashboard model is determined based on the location information and the reachable boundary of the human body model. The observation angle data is used to characterize the angle at which the human body model observes the instrument panel model in a standard sitting posture, and the reachable boundary is used to characterize the range that the human body model can reach. Based on the first position, a first layout position of the vehicle's instrument panel on the dashboard of the vehicle is determined, and based on the second position, a second layout position of the vehicle's central control screen on the dashboard is determined.

2. The method according to claim 1, characterized in that, Based on the sitting posture data of different types of human body models in the vehicle model, the position information of the steering wheel model deployed in the vehicle model is determined, including: The sitting posture data of different types of human models in the vehicle model are input into the human simulation model for calculation to obtain the center position and tilt angle of the steering wheel model deployed in the vehicle model. The human simulation model is a model that has been trained in advance using sitting posture data samples, center position samples of the steering wheel model, and tilt angle samples. Based on the center position and the tilt angle, the position information of the steering wheel model deployed in the vehicle model is determined.

3. The method according to claim 1, characterized in that, Based on the location information and preset observation angle data, determining the first position where the instrument model is deployed on the dashboard model of the vehicle model includes: Based on the location information and the preset observation angle data, the initial position of the instrument model deployed on the dashboard model of the vehicle model is determined; Based on the blind spot range formed by the steering wheel model on the dashboard model, the initial position of the instrument model in the dashboard model is corrected to obtain the first position where the instrument model is deployed on the dashboard model.

4. The method according to claim 1, characterized in that, Based on the location information and the reachability boundary of the human body model, the second location where the central control screen model is deployed on the dashboard model is determined, including: Based on the location information, determine the range of the blind spot formed by the steering wheel model on the dashboard model; Based on the blind spot range and the deployment rules of the central control screen model on the dashboard model, a second deployment position of the central control screen model on the dashboard model is determined, wherein the deployment rules are used to characterize the correspondence between different areas of the central control screen model and the range that the human body model can reach.

5. The method according to claim 1, characterized in that, The method further includes: Based on preset field of view rules, the lower field of view control line of the human body model is determined, wherein the preset field of view rules are used to constrain the field of view boundary of the human body model, and the lower field of view control line is used to characterize the lowest field of view boundary of the human body model. Based on the lower field-of-view control line, the upper boundary of the dashboard model is determined, wherein the upper boundary is used to characterize the highest contour line of the dashboard model in the forward field-of-view direction of the human body model.

6. The method according to claim 5, characterized in that, The method further includes: Based on the leg movement space of the human body model in the standard sitting posture, the rear boundary of the dashboard model is determined, wherein the rear boundary of the dashboard model is used to characterize the mounting plane allowed by the dashboard model when the leg movement space is minimized.

7. The method according to claim 6, characterized in that, The method further includes: The boundary data of the dashboard model is determined based on the upper boundary, the rear boundary, and the circumference angle of the dashboard model. Convert the boundary data of the dashboard model into the boundary data of the instrument; Based on the boundary data of the instrument and the preset functional requirements, the layout positions of the functional components on the instrument panel other than the instrument and the central control screen are determined.

8. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 7.

9. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 7.

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