Eyebrow center coordinate-based cockpit self-adaptive optimization method and device, equipment and medium

Abstract

The application relates to the technical field of vehicles and discloses a cockpit adaptive optimization method and device based on a brow center coordinate, equipment and a medium. The method comprises the following steps: collecting a brow center coordinate of a user in real time; determining a brow center motion trajectory based on the brow center coordinate; determining a user neck rotation center and a user comfortable rotation range based on at least the brow center motion trajectory; acquiring an ergonomics parameter; and constructing a user motion model according to at least the user neck rotation center, the user comfortable rotation range, the ergonomics parameter and an initial brow center coordinate. Adaptive optimization of a cockpit is completed based on the user motion model and the brow center coordinate at a current moment. The application at least solves the problem that the user experience of a cockpit use optimization scheme is poor, improves the cockpit optimization and the adaptability of the user, and guarantees the user experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a cockpit adaptive optimization method, apparatus, device, and medium based on eyebrow coordinates. Background Technology

[0002] In existing technologies, the personalized adjustments for in-vehicle equipment such as seats and rearview mirrors mainly fall into the following categories:

[0003] Mechanical memory adjustment system: The motor records the fixed physical position of the seat, rearview mirror and other equipment to complete the corresponding gear selection and equipment reset.

[0004] A biometric-based pre-stored retrieval system identifies the driver's identity through an in-vehicle camera and directly retrieves the driver's pre-stored personalized device parameters, enabling rapid switching between different drivers and automatic device adjustment.

[0005] The fixed reference point-based recommendation and adjustment system uses fixed structures such as the vehicle's A-pillar and floor as reference benchmarks, and combines these with the driver's height parameters to establish a preset calculation model, providing users with basic equipment position recommendation schemes.

[0006] However, the aforementioned existing technical solutions generally suffer from the following technical defects and shortcomings:

[0007] Limitations of static presets: Existing systems only store the physical location parameters of the device, not the dynamic physiological adaptation relationship between the driver and the device, and cannot adapt to the physiological and habitual changes that the driver undergoes over time.

[0008] Mechanical defects of multi-user switching: When switching users, the device only mechanically performs position reset according to preset parameters, lacks awareness of the current in-vehicle environment, and is prone to interference with passengers and items in the vehicle during the adjustment process, posing safety hazards and inconvenience to use.

[0009] Insufficient coordination among multiple devices: The memory and adjustment functions of devices such as seats, steering wheels, and rearview mirrors are independent, lacking a unified spatial association and collaborative optimization logic. When the position of a single device is adjusted, the relative positions of the remaining devices will no longer be in an optimal ergonomic state, resulting in insufficient coordination of the overall driving experience.

[0010] The learning and operation costs for users are relatively high: new users need to manually adjust all devices to a comfortable position and save the settings, which is a cumbersome process; at the same time, ordinary users lack professional ergonomics knowledge and find it difficult to find the truly optimal adjustment position on their own, resulting in the devices not being able to fully perform their functions. Summary of the Invention

[0011] The purpose of this invention is to provide a cockpit adaptive optimization method, apparatus, device, and medium based on the center-of-the-eye coordinate, so as to at least solve the problem of poor user experience in cockpit optimization schemes, improve the adaptability of cockpit optimization and users, and ensure user experience.

[0012] To address the aforementioned technical problems, in a first aspect, the present invention provides a cockpit adaptive optimization method based on brow coordinates, comprising at least:

[0013] Real-time collection of the user's forehead coordinates;

[0014] The eyebrow center movement trajectory is determined based on the eyebrow center coordinates, and the user's neck rotation center and user's comfortable rotation range are determined at least based on the eyebrow center movement trajectory.

[0015] Obtain ergonomic parameters and construct a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial glabella coordinates;

[0016] The cockpit is adaptively optimized based on the user motion model and the current eyebrow coordinates.

[0017] Optionally, determining the brow movement trajectory based on the brow coordinates, and determining the user's neck rotation center and comfortable rotation range based at least on the brow movement trajectory, specifically includes:

[0018] Generate a set of brow center coordinates based on the aforementioned brow center coordinates;

[0019] Perform filtering on the set of eyebrow coordinates to determine the eyebrow movement trajectory based at least on the filtering result;

[0020] The head rotation arc is fitted based on the brow movement trajectory using a preset fitting algorithm;

[0021] The center of the arc of head rotation is determined as the center of rotation of the user's neck.

[0022] The user's comfortable rotation range is determined based on the angular change of the movement trajectory of the brow.

[0023] Optionally, the step of obtaining ergonomic parameters and constructing a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial brow coordinates specifically includes:

[0024] Obtain user head posture information and general ergonomic parameters;

[0025] The ergonomic parameters are corrected based on the user's head posture information to obtain the ergonomic parameters;

[0026] The user's neck rotation center is defined as the center of the rotation envelope sphere;

[0027] With the center of the rotation envelope sphere as the origin, the radius from the initial center of the eyebrows to the center of the rotation envelope sphere, and the user's comfortable rotation range defined by a fan-shaped angle, the rotation envelope area is determined.

[0028] A user motion model is constructed based on the rotational envelope region and the ergonomic parameters.

[0029] Optionally, the adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates specifically includes:

[0030] Determine the horizontal distance between the center of the eyebrows and the seat reference point of the B-pillar in the cockpit at the current moment;

[0031] Determine the vertical distance between the shoulder point coordinates in the user motion model and the seat reference plane.

[0032] The adaptive optimization of the seats in the cabin is completed based on the horizontal and vertical distances of the seats.

[0033] Optionally, the adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates further includes:

[0034] Obtain the configuration parameters of the cockpit rearview mirror and the eye point coordinates in the user motion model;

[0035] The user's field of vision coverage is determined based on the configuration parameters and the eye point coordinates;

[0036] The brow center space vector is determined based on the mirror center coordinates within the configuration parameters and the brow center coordinates at the current moment.

[0037] The adaptive optimization of the rearview mirror in the cockpit is completed based on the mirror normal vector, the brow space vector, and the user's field of vision coverage within the configuration parameters.

[0038] Optionally, the adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates further includes:

[0039] Determine the line-of-sight vector from the current coordinates of the brow center to the windshield inside the cockpit;

[0040] The plane equation of the head-up display in the cockpit is determined based on the eye point coordinates and the line-of-sight direction vector.

[0041] The adaptive optimization of the head-up display in the cockpit is completed based on the aforementioned planar equation.

[0042] Optionally, the adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates further includes:

[0043] The length of the user's forearm is determined based on the current eyebrow coordinates and the shoulder coordinates in the user motion model.

[0044] Construct a user-friendly operating surface with the shoulder point coordinates as the center and the forearm length as the radius;

[0045] The adaptive optimization of the steering column position within the cockpit is completed based on the user operation comfort surface and the center-of-the-eye coordinates.

[0046] In a second aspect, the present invention also provides a cockpit adaptive optimization device based on brow coordinates, the device being used at least to perform the cockpit adaptive optimization method based on brow coordinates as described in any one of the first aspects;

[0047] The device includes at least:

[0048] The coordinate acquisition module is used to collect the coordinates of the user's forehead in real time;

[0049] The user parameter module is used to determine the eyebrow movement trajectory based on the eyebrow coordinates, so as to determine the user's neck rotation center and the user's comfortable rotation range based at least on the eyebrow movement trajectory.

[0050] The model building module is used to acquire ergonomic parameters and construct a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial brow coordinates.

[0051] The cockpit optimization module is used to perform adaptive optimization of the cockpit based on the user motion model and the eyebrow coordinates at the current moment.

[0052] Thirdly, the present invention also provides an electronic device, including a memory and a processor, the memory storing a computer program executable on the processor, the processor executing the program to implement the steps of the cockpit adaptive optimization method based on brow coordinates as described in any of the first aspects.

[0053] Fourthly, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the cockpit adaptive optimization method based on brow coordinates as described in any one of the first aspects.

[0054] The technical solution provided by this invention firstly acquires the user's brow coordinates in real time; secondly, it determines the brow movement trajectory based on the brow coordinates, and at least determines the user's neck rotation center and comfortable rotation range based on the brow movement trajectory; then, it acquires ergonomic parameters, and constructs a user motion model based at least on the user's neck rotation center, comfortable rotation range, ergonomic parameters, and initial brow coordinates; finally, it completes adaptive optimization of the cockpit based on the user motion model and the brow coordinates at the current moment.

[0055] Therefore, this invention, based on the user's motion model and the current eyebrow coordinates, achieves adaptive optimization of the cockpit, ensuring that the cockpit equipment always adapts to the driver's current physiological state. Dynamic fine-tuning during long-distance driving effectively reduces fatigue, achieving optimal overall ergonomic coordination. Furthermore, when adjusting cockpit equipment for different users, this invention automatically calculates the optimal adjustment path without waiting for mechanical movement of the equipment, avoiding interference. Visitor users can also receive recommended settings based on their physiological characteristics. Attached Figure Description

[0056] Figure 1 This is a flowchart of a cockpit adaptive optimization method based on the center-of-the-brow coordinates provided in an embodiment of the present invention;

[0057] Figure 2 This is a flowchart of another cockpit adaptive optimization method based on the center-of-the-brow coordinates provided in an embodiment of the present invention;

[0058] Figure 3 This is a schematic diagram of a cockpit adaptive optimization device based on the center-of-the-eyebrow coordinates provided in an embodiment of the present invention;

[0059] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0060] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0061] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0062] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0063] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0064] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0065] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0066] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0067] Figure 1 This is a flowchart of a cockpit adaptive optimization method based on the center-of-the-eyebrow coordinate provided by an embodiment of the present invention. This embodiment is applicable to adaptive optimization adjustment scenarios for various vehicle cockpit devices, such as seat adjustment, steering column adjustment, and HUD head-up display adjustment. The cockpit adaptive optimization method based on the center-of-the-eyebrow coordinate can be, but is not limited to, executed by the cockpit adaptive optimization device based on the center-of-the-eyebrow coordinate in this embodiment of the present invention. This execution entity can be implemented in software and / or hardware. Figure 1 As shown, the cockpit adaptive optimization method based on the center-of-the-brow coordinate includes at least the following steps:

[0068] S1. Real-time collection of the user's brow coordinates.

[0069] The coordinates of the center of the eyebrows can be the three-dimensional coordinates of the driver's center of the eyebrows. The coordinates of the center of the eyebrows can be acquired in real time using a binocular infrared camera (120Hz).

[0070] S2. Determine the movement trajectory of the brow center based on the brow center coordinates, and determine the user's neck rotation center and the user's comfortable rotation range based at least on the brow center movement trajectory.

[0071] The trajectory of the brow movement can be a continuous trajectory of points formed by the three-dimensional coordinate changes of the brow. It can be understood that when determining the brow movement trajectory, a three-dimensional coordinate system can be constructed with the brow coordinates as the origin, the horizontal rightward direction as the X-axis, the vertical upward direction as the Y-axis, and the backward direction as the Z-axis (parallel to the vehicle's direction of travel, with forward being the negative Z-axis and backward being the positive Z-axis). The brow movement trajectory is then determined based on this coordinate system. This coordinate system can move synchronously with the driver's minute head movements in real time and is the core reference for all device position calculations. The user's neck rotation center C(x) c ,y c ,z c The center position of the neck can be the location of the user's head when turning it left or right. The comfortable range of rotation for the user can be the range of rotation that the user can make based on the center of rotation of their neck.

[0072] S3. Obtain ergonomic parameters and construct a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, ergonomic parameters, and initial brow coordinates.

[0073] Among them, ergonomic parameters can be various body parameters of the user, such as eye point position, shoulder point position, etc.

[0074] S4. Based on the user's motion model and the current eyebrow coordinates, the cockpit is adaptively optimized.

[0075] The adaptive optimization of the cockpit includes seat adjustment optimization, steering column adjustment optimization, and HUD head-up display adjustment optimization.

[0076] The technical solution provided in this embodiment firstly collects the user's brow coordinates in real time; secondly, it determines the brow movement trajectory based on the brow coordinates, and at least determines the user's neck rotation center and the user's comfortable rotation range based on the brow movement trajectory; then, it acquires ergonomic parameters, and constructs a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial brow coordinates; finally, it completes the adaptive optimization of the cockpit based on the user motion model and the brow coordinates at the current moment.

[0077] Therefore, this embodiment achieves adaptive optimization of the cockpit based on the user's motion model and the current eyebrow coordinates. This allows the cockpit equipment to constantly adapt to the driver's current physiological state, dynamically fine-tuning during long-distance driving, effectively reducing fatigue, and achieving optimal overall ergonomic coordination. Furthermore, when adjusting cockpit equipment for different users, this embodiment automatically calculates the optimal adjustment path without waiting for the equipment to move mechanically, avoiding interference. Visitor users can also receive recommended settings based on their physiological characteristics.

[0078] Based on the above embodiments or implementation methods Figure 2 This is a flowchart of another cockpit adaptive optimization method based on the center-of-the-brow coordinates provided in this embodiment of the invention. This embodiment is an addition based on the above embodiment. Figure 2 As shown, the cockpit adaptive optimization method based on the center-of-the-brow coordinate includes at least the following steps:

[0079] S1. Real-time collection of the user's brow coordinates.

[0080] S21. Generate a set of eyebrow coordinates based on the eyebrow coordinates.

[0081] The set of coordinates for the center of the eyebrows can be {O1(x1,y1,z1),O2(x2,y2,z2),...,O...} n (x n ,y n ,z n The sampling interval is 1 / 120s.

[0082] S22. Perform filtering on the set of coordinates of the center of the eyebrows to determine the movement trajectory of the center of the eyebrows based at least on the filtering result.

[0083] The filtering method can be Kalman filtering. It is understood that the purpose of filtering is to eliminate vibration interference, ensure the continuity and accuracy of the brow movement trajectory, and thus preserve the true head rotation trajectory.

[0084] S23. Fit the head rotation arc based on the movement trajectory of the brow using a preset fitting algorithm.

[0085] The preset fitting algorithm can be the least squares method.

[0086] S24. Determine the center of the head rotation arc as the user's neck rotation center.

[0087] S25. Determine the user's comfortable rotation range based on the angle change of the eyebrow movement trajectory.

[0088] The user's comfortable rotation range includes the left rotation limit angle and the right rotation limit angle. The left rotation limit angle θleft = arctan[(xleft...]right ... max -xo ) / (z c -z o The right rotation limit angle θ_right = arctan[(x_right)], min -x o ) / (z c - z o )], where x max x min These are the maximum and minimum values ​​along the X-axis at the trajectory points, respectively, ultimately determining the comfortable neck rotation angle range as [θ right, θ left] (typically -45° to 45°). o and z o These represent the coordinates of the center of the eyebrows on the X and Z axes, respectively.

[0089] S31. Obtain user head posture information and general ergonomic parameters.

[0090] Among them, the general ergonomic parameters include the general relative positions of each organ in the human body model. For example, the relative positions of the eye point and the center of the eyebrows: the eye point E is 8mm below and 15mm in front of the center of the eyebrows O0, i.e., E(x0, y0-8, z0-15); the shoulder point S is 200±20mm below and 120±15mm behind the center of the eyebrows O0, i.e., S(x0, y0-200±20, z0+120±15).

[0091] S32. Correct general ergonomic parameters based on user head posture information to obtain ergonomic parameters.

[0092] The user's head posture information can be the amplitude of the user's head rotation trajectory. The purpose of the correction is to ensure that the generated user motion model matches the user's actual body shape. This can also be understood as modifying general ergonomic parameters to personalized parameters (ergonomic parameters) suitable for the current driver.

[0093] S33. Determine the center of rotation of the user's neck as the center of the rotation envelope sphere.

[0094] S34. Taking the center of the rotation envelope sphere as the origin, the radius from the initial center of the eyebrows to the center of the rotation envelope sphere, and the user's comfortable rotation range as a fan-shaped angle, the rotation envelope area is determined.

[0095] The rotation envelope is a spherical sector-shaped region, with the sector angle corresponding to the user's comfortable rotation range [θ right, θ left]. This envelope is used to constrain the field of view of devices such as rearview mirrors and HUDs, ensuring a clear view for the user within their comfortable rotation range.

[0096] S35. Construct a user motion model based on the rotation envelope region and ergonomic parameters.

[0097] The user motion model serves as the foundation for all subsequent device position calculations. It binds collected physiological feature data (neck rotation center, eye point, shoulder point, rotation envelope) to a dynamic brow coordinate system. All subsequent calculations for the seat, rearview mirror, HUD, and steering column revolve around this model, ensuring that device positions always match the driver's physiological characteristics and comfort habits. In one implementation scenario, this model can also provide feature judgment criteria for multi-mode adaptive strategies (such as fatigue recognition and driving mode recognition). For example, in a fatigued state, the driver's head rotation amplitude will be less than 50% of the comfortable rotation range. The system can quickly identify signs of fatigue through the comfortable rotation range parameter in the model and adjust the steering column based on the shoulder point position when switching driving modes to ensure driving comfort.

[0098] S4. Based on the user's motion model and the current eyebrow coordinates, the cockpit is adaptively optimized.

[0099] In one specific implementation, step S4 may optionally include:

[0100] (4-1-1) Determine the horizontal distance between the center of the eyebrows and the seat reference point of the B-pillar in the cockpit at the current moment.

[0101] The B-pillar reference point in the cockpit is a preset fixed coordinate system, which can be set based on the vehicle's factory parameters. For example, the center of gravity coordinates are (x0, y0, z0), and the B-pillar reference point P is (x...). p ,y p ,z p Formula D for calculating the horizontal distance of the seats. hor It could be:

[0102] D hor = .

[0103] (4-1-2) Determine the shoulder point coordinates in the user motion model and the vertical distance between the seat and the seat reference plane in the cockpit.

[0104] The calculation method for the vertical distance of the seat is similar to that for the horizontal distance of the seat, so it will not be elaborated on here.

[0105] (4-1-3) Adaptive optimization of seats in the cabin is completed based on the horizontal and vertical distances of the seats.

[0106] The adaptive optimization of the seats in the cabin can be:

[0107] If D hor <d min (If the center of the eyebrows is too close to the B-pillar), then the seat will be slightly adjusted backward (moved in the positive direction of the Z-axis), with an adjustment amount Δz=d. min-D hor Ensure that D moves hor It is close to the middle value of the comfort range, 375mm.

[0108] If D hor >d max (If the distance between the eyebrows and the B-pillar is too far), then the seat is slightly adjusted forward (moved in the negative direction of the Z-axis), with an adjustment amount Δz=D. hor -d max It also approaches the median value of 375mm.

[0109] If D back If the vertical distance between the seat and the backrest is less than 8mm, the shoulder point is too close to the backrest. The seat should be slightly adjusted backward by Δz = 8 - D. back If D back If the distance is greater than 12mm, the shoulder point is too far from the backrest. Adjust the seat forward slightly by Δz = D. back -12.

[0110] Furthermore, this embodiment employs an adjustment granularity of 1mm increments, adjusting a maximum of twice per second to avoid driver discomfort caused by excessively rapid adjustments, while ensuring timely adjustment response and adapting to changes in the driver's posture. This configuration allows the seat to dynamically follow the user's posture, always maintaining the most suitable relative position. This solves the problem of traditional systems' static presets failing to adapt to changes in driver posture and clothing. Combined with real-time updates of dynamic brow coordinates, it achieves real-time matching between the seat and the user's physiological state.

[0111] In another specific implementation, step S4 may optionally further include:

[0112] (4-2-1) Obtain the configuration parameters of the cockpit rearview mirror and the eye point coordinates in the user motion model.

[0113] Among them, the cockpit rearview mirror parameters include the center coordinates M(x) of the left / right rearview mirror surfaces. m ,y m ,z m (Preset initial position, which can be determined based on vehicle factory parameters), mirror normal vector N (n1,n2,n3) (initial direction can be preset and updated in real time as the cabin is adjusted).

[0114] (4-2-2) Determine the user's field of view coverage based on configuration parameters and eye point coordinates.

[0115] The user's field of vision coverage can be as follows: the rearview mirror covers a 150° field of vision (left rearview mirror) and a 120° field of vision (right rearview mirror) behind the vehicle, ensuring that vehicles and pedestrians coming from behind can be clearly observed; within the user's comfortable neck rotation range [θ right, θ left], the line of sight from eye point E to the rearview mirror surface covers the effective area of ​​the mirror surface (the effective area of ​​the mirror surface is a preset rectangle, 120mm long and 80mm wide), and the angle between the line of sight and the mirror surface is not less than 30° (to avoid reflection affecting the field of vision).

[0116] (4-2-3) Determine the space vector of the brow center based on the coordinates of the mirror center in the configuration parameters and the brow center coordinates at the current time.

[0117] Wherein, the brow center space vector represents the vector pointing from the brow center origin O to the mirror center M, and the brow center space vector OM = (x m -x o ,y m -y o ,z m -z o ).

[0118] (4-2-4) The adaptive optimization of the rearview mirror in the cockpit is completed based on the mirror normal vector, the center-of-the-brow space vector and the user's field of vision coverage in the configuration parameters.

[0119] The optimization direction of the optimization scheme can be to minimize the angle between the mirror normal vector N and the spatial vector OM from the origin O of the eyebrows to the center M of the mirror (the smallest angle means that the mirror direction and the line of sight are most closely aligned, resulting in the clearest field of vision). It is understood that this embodiment can employ a real-time numerical optimization algorithm to adjust the direction of the mirror normal vector N to minimize the angle α. The gradient is calculated every 100ms, with an adjustment step size of 0.5° per adjustment to ensure smooth adjustment. After each adjustment, it is necessary to check whether the field of vision meets the user's field of vision coverage. If it does not meet the requirement after adjustment, the current direction adjustment is stopped, and a suboptimal direction is switched to ensure that the field of vision meets the user's field of vision coverage. Furthermore, when the origin O of the eyebrows undergoes a slight movement (such as head tilting forward or sideways), the vector OM changes in real time, and the vehicle system immediately recalculates the angle α and synchronously adjusts the mirror normal vector N to ensure that the field of vision is always optimal. With this configuration, the rearview mirror always provides the best field of vision regardless of how the user moves, without the need for manual adjustment. This solves the problem of traditional systems having a fixed field of vision and being unable to adapt to changes in the driver's posture. Combined with the rotation envelope of a personalized human motion model, it ensures that the field of vision adjustment is always within the driver's comfortable rotation range, improving driving comfort and safety.

[0120] In another specific implementation, step S4 may optionally further include:

[0121] (4-3-1) Determine the line-of-sight vector from the center of the eyebrows to the windshield inside the cockpit at the current moment.

[0122] Here, "windshield" can refer to the front windshield. The gaze direction vector can be a vector pointing from the center of the eyebrows to the center of the windshield. The gaze direction vector is updated in real time based on the center of the eyebrows' coordinates.

[0123] (4-3-2) Determine the planar equation of the head-up display in the cockpit based on the eye point coordinates and the line of sight direction vector.

[0124] The plane equation can be determined by substituting the eye point coordinates and the line-of-sight vector into the plane equation.

[0125] For example, the virtual imaging plane of the HUD passes through the eye point E, and its normal vector is consistent with the line-of-sight vector from the origin O at the center of the eyebrows to the windshield; when determining the plane equation of the head-up display, firstly, the line-of-sight vector V(x) from the origin O at the center of the eyebrows to the windshield is obtained. v ,y v ,z v This vector is acquired in real time by a binocular infrared camera; that is, when the driver is looking straight ahead, it is the vector pointing from O to the center of the windshield, and it is updated synchronously with the position of the brow. Therefore, the normal vector (A,B,C) of the virtual imaging plane = (x v ,y v ,z v The equation of the plane is: A(xx) e )+B(yy e )+C(zz e )=0, where (x e ,y e ,z e ) represents the coordinates of eye point E (based on a personalized model, updated synchronously with the center of the eyebrows O).

[0126] (4-3-3) Adaptive optimization of the head-up display in the cockpit based on planar equations.

[0127] The optimization aims to keep the planar equation synchronized with the user's line of sight. As in this embodiment, when the origin point O at the center of the forehead moves slightly (such as minor adjustments to the head's vertical or horizontal movement), the virtual imaging planar equation adjusts synchronously, with the adjustment magnitude proportional to the forehead movement. This is updated every 50ms to prevent jumps in HUD information and ensure visual continuity. Based on this, the HUD information remains constantly on the real road without visual jumps, reducing eye strain. Combined with real-time updates of the dynamic forehead coordinates, this addresses the pain point of traditional HUDs with fixed projections that cannot adapt to changes in driver posture, while also adapting to different drivers' visual conditions, thus improving driving safety.

[0128] In another specific implementation, step S4 may optionally further include:

[0129] (4-4-1) Determine the length of the user's forearm based on the eyebrow coordinates and the shoulder coordinates in the user motion model at the current moment.

[0130] For example, the coordinates of the center of the forehead O are (x0, y0, z0), and the coordinates of the shoulder point S are (x0, y0, z0). s ,y s ,z s ),

[0131] User forearm length L arm The determination method can be:

[0132] L arm =1.5× (Based on ergonomics, the forearm length is approximately 1.5 times the distance from the center of the eyebrows to the shoulder point), and it is updated synchronously with the coordinates of the center of the eyebrows.

[0133] (4-4-2) Construct a user-friendly operating surface with the shoulder point coordinates as the center and the forearm length as the radius.

[0134] Among them, the sector angle of the operating comfort curve can be 30° front and back and 20° left and right (comfortable handling angle range), and this area is regarded as the optimal position area of ​​the steering column and steering wheel rim.

[0135] (4-4-3) Adaptive optimization of the steering column position in the cockpit is completed based on the user operation comfort surface and the center of gravity coordinate.

[0136] The steering column position includes the target coordinates W(x) of the steering wheel rim center. w ,y w ,z w When optimizing the steering column position, W needs to be kept within the spherical sector area, and its horizontal distance D from the origin point O should be within the center of gravity. w Within the range of 250-300mm (the most comfortable handling distance), the following conditions must be met simultaneously: Leg space constraint: The lowest position of the steering column must not be lower than 100mm above the driver's knee (the knee position is derived based on the coordinates of the center of the eyebrows and the human body model, and the K coordinate of the knee is (x0, y0-450, z0+100)); Instrument field of view constraint: The highest position of the steering column must not obstruct the core area of ​​the instrument (the core area of ​​the instrument is a preset rectangle with a fixed coordinate range).

[0137] As configured in this embodiment, when the origin point O at the center of the forehead moves (e.g., the head tilts forward or backward), the shoulder point S moves synchronously, and L... armWith real-time updates to the comfort handling surface, the system immediately recalculates the W-coordinate, steering column angle θ, and extension / retraction amount ΔL, updating every 100ms to ensure the steering wheel is always in the optimal position. Understandably, after each adjustment, it checks whether the steering column position meets legroom and instrument visibility constraints. If not, it adjusts the W-coordinate to the nearest constraint range, ensuring comfortable handling without compromising driving safety.

[0138] In another specific implementation, optionally, this embodiment also provides a multi-mode adaptive recognition strategy, including:

[0139] (1) Driving behavior pattern recognition and adaptation

[0140] The core identification method is to identify the driver's driving mode (sport mode / comfort mode) by analyzing the movement speed and trajectory regularity of the dynamic origin point O at the center of the eyebrows, combined with vehicle driving parameters (vehicle speed, steering angle).

[0141] Step 1: Identification Process

[0142] 1. Data Acquisition: Real-time acquisition of the three-dimensional coordinates (x0, y0, z0) of the dynamic eyebrow origin O, with a sampling interval of 1 / 120s, and simultaneous acquisition of vehicle driving parameters (vehicle speed v, steering angle α_steer).

[0143] 2. Feature extraction: Calculate the moving speed v of the origin point O at the center of the eyebrows. O .

[0144] v O = .

[0145] Where Δx, Δy, and Δz are the coordinate differences between two adjacent samples, and Δt = 1 / 120s; calculate the trajectory regularity R (R = correlation coefficient of the fitted line of the trajectory points, ranging from 0 to 1; the closer R is to 1, the more regular the trajectory).

[0146] 3. Pattern Judgment: The extracted feature parameters (v) O The driving mode is determined by comparing the vehicle speed (v) with the preset threshold (which can be obtained through pre-experimentation) and R.

[0147] Mode adaptation: Based on the judgment result, adjust the position of the cockpit equipment to adapt to the current driving mode.

[0148] Step 2: Specific judgment conditions (quantification thresholds):

[0149] 1. Motion pattern judgment conditions (meet any two of the following conditions for more than 10 seconds):

[0150] The speed of movement between the eyebrows (v) O>0.5mm / s (Frequent head movements by the driver, with obvious intentions to steer or change lanes);

[0151] Trajectory regularity R < 0.6 (chaotic trajectory, frequent left and right, forward and backward movement);

[0152] Vehicle speed v>80km / h, and the absolute value of steering angle α_steer>15° (frequent steering, aggressive driving).

[0153] 2. Comfort mode judgment conditions (meet any two of the following conditions for more than 15 seconds):

[0154] The speed of movement between the eyebrows (v) O <0.2mm / s (driver's head movements are smooth and the posture is stable);

[0155] The trajectory regularity R > 0.8 (stable trajectory, no frequent movement);

[0156] Vehicle speed v < 60km / h, and the absolute value of steering angle α_steer < 5° (constant speed driving, smooth steering, cruise mode).

[0157] Step 3: Mode Adaptation Measures:

[0158] Sport mode: Automatically adjusts the steering wheel (moves 5-10mm in the negative Z-axis direction), increases seat lateral support (support strength increased by 20%), and improves handling stability;

[0159] Comfort mode: Automatically adjusts the steering wheel (moves 5-10mm in the positive Z-axis direction) and relaxes the seat lateral support (restoring the support strength to the standard value), improving driving comfort.

[0160] (2) Intervention for fatigue state

[0161] The core identification method is to identify the driver's fatigue state (early fatigue / severe fatigue) by analyzing the movement characteristics of the dynamic brow origin O (sinking speed, head shaking amplitude) and combining it with driving time, and then take graded intervention measures.

[0162] Step 1: Identification Process

[0163] 1. Data Acquisition: Real-time acquisition of the three-dimensional coordinates (x0, y0, z0) of the dynamic eyebrow origin O, with a sampling interval of 1 / 120s, while simultaneously recording the driving duration t;

[0164] 2. Feature Extraction: Calculate the downward velocity v along the Y-axis from the origin O at the center of the eyebrows. down (v) down=Δy / Δt, where Δy is the difference in Y-axis coordinates between two adjacent samples; a negative value indicates sinking. Calculate the head sway amplitude A (A = the sum of the maximum differences in the X-axis and Z-axis coordinates of the center of the eyebrows in 10 adjacent samples).

[0165] 3. Fatigue assessment: The extracted feature parameters (v) are used to determine fatigue levels. down A) Compare the fatigue level with a preset threshold and combine it with the driving time t to determine the fatigue level;

[0166] 4. Tiered intervention: Based on the fatigue level, corresponding intervention measures are taken, while the features of the forehead are continuously monitored and the intensity of intervention is dynamically adjusted.

[0167] Step 2: Specific judgment conditions (quantification thresholds):

[0168] 1. Initial fatigue assessment criteria (meeting all of the following conditions for more than 30 seconds):

[0169] Driving time t > 1.5 hours (long-term driving can easily lead to fatigue);

[0170] The speed of the brow sinking is v down <-0.1mm / s (slow descent, i.e., the Y-axis coordinate gradually decreases, and the head naturally slides down);

[0171] Head movement amplitude A < 5mm (reduced head rotation amplitude, sluggish response);

[0172] The head rotation frequency f < 0.5 times / minute (the number of rotations is reduced to less than 50% of the comfortable rotation frequency in the personalized model).

[0173] 2. Criteria for judging severe fatigue (meeting any one of the following conditions for more than 10 seconds):

[0174] The speed of the brow sinking is v down <-0.3mm / s (rapid descent, head noticeably slides down);

[0175] The amplitude of head movement A is greater than 15mm (irregular large-amplitude shaking, such as nodding or shaking the head);

[0176] The center of the forehead shows a "sinking-rising" reciprocating motion three times in a row along the Y-axis (a typical nodding and dozing motion).

[0177] Step 3: Tiered Intervention Measures

[0178] Initial fatigue intervention:

[0179] Seat: Lumbar support automatically increases by 15% to combat lower back fatigue;

[0180] Steering wheel: Slightly adjusted upwards by 5mm to accommodate head drop and maintain driving comfort;

[0181] HUD: Brightness increased by 10%, contrast optimized, and visual clarity enhanced;

[0182] Air conditioning: Increases facial ventilation (30% increase in airflow), improving alertness.

[0183] Intervention for severe fatigue:

[0184] Continue the initial intervention measures mentioned above, and at the same time activate a strong reminder (the HUD displays a prominent "Please rest" prompt, flashing once every 3 seconds);

[0185] The navigation system automatically searches for the nearest rest area (<5km away) and provides a voice prompt: "There is a rest area 5km ahead, we recommend taking a break."

[0186] The seat vibrates slightly (frequency 5Hz, amplitude 3mm) for 5 seconds to wake the driver.

[0187] (3) Seamless switching between multiple users

[0188] Core identification: By using the coordinate features of the dynamic origin point O at the center of the eyebrows, combined with auxiliary identification parameters (such as height and shoulder width derived values), it can identify whether the user is a new user and achieve a fast and seamless switching.

[0189] Step 1: Identification Process

[0190] 1. Data Acquisition: After the driver gets into the vehicle, the binocular infrared camera is immediately activated to collect the three-dimensional coordinates (x0, y0, z0) of the origin point O between the eyebrows in real time, with a sampling interval of 1 / 120s and a duration of 0.5s;

[0191] 2. Feature extraction: Calculate the initial coordinates O of the origin point O at the center of the eyebrows. init (x) init ,y init ,z init ), combined with a personalized model to derive height H (H=y0-preset foot coordinates y), foot (The foot coordinates are the fixed coordinates of the vehicle floor).

[0192] 3. User identification: The extracted feature parameters (O init The parameters (H) are compared with the user model parameters pre-stored in the system to determine whether the user is a stored user.

[0193] 4. Seamless switching: Based on the recognition results, quickly call up the pre-stored model or create a new model to complete the recalculation and adjustment of the device position.

[0194] Step 2: Specific judgment conditions:

[0195] 1. Stored user judgment condition: There is a pre-stored user model with its initial coordinates O at the center of its forehead. preWith the current O init Distance O pre <30mm, and the height derivation value H is different from the pre-stored height H pre The difference is <5cm;

[0196] 2. New user (visitor) detection criteria: No matching pre-stored user model (O of all pre-stored models). pre >30mm, or H and H pre (Difference > 5cm).

[0197] Step 3: Switching the implementation process:

[0198] Rapid recalculation mechanism: Upon detecting a new user, the center-of-the-head coordinates are locked within 0.5 seconds (5 sets of coordinates are collected, and the average value is taken as O). init The recalculation of all device positions is completed within 2 seconds (based on O). init (and newly created personalized models).

[0199] Intelligent mobile path planning: Combining environmental data (other occupant positions, placement of items in the vehicle) collected by in-vehicle cameras, the system plans an interference-free mobile path for the equipment to avoid collisions with other objects during movement.

[0200] Visitor Adaptation: When new users (visitors) use the system, they are guided through a standardized 30-second modeling process based on O. init Calculate and apply recommended settings, while asking the user whether to save it as a temporary file (the temporary file only saves the data from this model, which can be quickly retrieved the next time without remodeling).

[0201] In a specific implementation scenario, the technical solution provided in this embodiment is as follows:

[0202] Scene 1

[0203] Scenario description: User A: 175cm tall, commuting daily; User B: 165cm tall, shopping on weekends; User C (visitor): 185cm tall, temporarily using a car (After User B uses the car, User A needs to manually revert all settings; User C, as a visitor, needs to spend a considerable amount of time manually adjusting the settings).

[0204] When User A is driving:

[0205] The system uses a binocular infrared camera to identify the origin point OA (x) between the eyebrows in real time. A ,y A ,z A ), combined with a pre-stored personalized human motion model MA (including the neck rotation center C) A Eye Point E A Shoulder point S A(Parameters, etc.) are used to calculate the optimal positions of the seat, rearview mirror, HUD, and steering column in real time through a spatial computing engine; the entire process is based on O A The dynamic changes are monitored, and each device is fine-tuned in 1mm increments to maintain optimal performance.

[0206] When switching to user B:

[0207] User B gets on the bus, and the system recognizes the new brow center point O within 0.5 seconds. B (x) B ,y B ,z B By comparing with the pre-stored models, it was found that O B With M B The initial coordinate distance is less than 30mm, indicating user B. The pre-stored model M is then called. B Within 2 seconds, through the spatial computing engine, based on O B and M B The system completes the recalculation of all equipment positions, with the seat adjusted forward by 10mm, the steering wheel lowered by 8mm, and the rearview mirror angle adjusted by 5°. The adjustment process is smooth and there is no risk of mechanical interference.

[0208] When user C (visitor) uses it:

[0209] The system detected an unknown origin point O at the center of the forehead. C (x) C ,y C, z C If the initial coordinate distance from all pre-stored models is >30mm, the user is identified as a new user; the user is guided by voice to complete a 30-second standardized modeling process (4 head movements), and O-axis data is collected in real time. C The trajectory of motion is used to calculate the center of neck rotation C. C Eye Point E C Shoulder point S C Construct temporary personalized models; based on O C The system calculates and applies recommended settings (seat rearward adjustment of 15mm, HUD depth of focus adjustment to 2.8m) and a temporary model; it also asks the user whether to save it as a temporary file for future use.

[0210] Scene 2

[0211] Scenario description: After driving continuously for 2 hours, the driver begins to feel fatigued, and their posture naturally relaxes, resulting in a "slippage" phenomenon; Traditional system: The equipment position remains unchanged, causing a change in the viewing angle, which requires manual adjustment.

[0212] Implementation process of this invention:

[0213] Fatigue identification phase (after 1.5 hours of driving):

[0214] The system collects the coordinates of the origin O of the dynamic brow center in real time and calculates the brow center sinking speed v. down =-0.12mm / s (meets the initial fatigue judgment condition), head sway amplitude A=4mm, head rotation frequency 0.3 times / minute, combined with driving time of 1.5 hours, it is judged to be an initial fatigue state.

[0215] Active intervention phase:

[0216] Seats: Based on the coordinate change of shoulder point S, lumbar support is automatically increased by 15% to combat lower back fatigue; Steering wheel: Based on the downward tilt of the brow, it is slightly raised by 5mm to adapt to the head tilt and maintain driving comfort; HUD: Brightness is increased by 10% and contrast is optimized to enhance visual clarity; Air conditioning: Facial ventilation is increased to improve alertness.

[0217] Continuous monitoring phase:

[0218] Continue monitoring the trajectory of the origin point between the eyebrows. After 10 minutes, the downward speed v of the origin point between the eyebrows was detected. down =-0.08mm / s, head sway amplitude A=6mm, fatigue is relieved; if severe fatigue characteristics are detected (such as the speed of brow sinking v), the fatigue state is relieved. down =-0.35mm / s (nodding motion), then a strong reminder will be activated, and the navigation will automatically recommend the nearest rest area.

[0219] Results:

[0220] Early identification of signs of fatigue, proactive adjustments to delay the escalation of fatigue, and improved comfort and safety during long-distance driving fully demonstrate the effectiveness of fatigue identification and intervention in multi-mode adaptive strategies.

[0221] Scene 3

[0222] Scenario description: The same driver, wearing a T-shirt in summer and a thick down jacket in winter; Traditional system: the same memory position, but in winter the steering wheel may feel too far away.

[0223] Summer driving:

[0224] The system recognizes the driver wearing a T-shirt and identifies the point O between their eyebrows. summer (x) s ,y s ,z s Guided to complete modeling and establish model M summer Device location based on O summer and M summer Calculate the seat position so that D hor =375mm (midpoint of the comfort range), steering wheel rim center W summer Located at the center of the comfort control curve.

[0225] Wear a thick coat in winter:

[0226] The driver was wearing a thick down jacket and naturally leaned back. The system detected the origin point O between the eyebrows in real time. winter (x) w ,y w ,z w ), and O summer In comparison, the Z-axis offset is approximately 20mm (z w =z s +20mm); The system compares auxiliary features (height derivation value H matches the pre-stored height, head rotation trajectory matches M) to ensure consistency. summer (matching the comfort rotation range), identified as the same user; based on O winter Recalculate all equipment positions: The seat automatically adjusts forward by 20mm (negative Z-axis direction) to ensure D hor The diameter remains at 375mm; the steering wheel automatically adjusts back 15mm (Z-axis positive direction) to ensure the wheel rim center is W. winter Still located at the center of the comfort handling curve; rearview mirror and HUD are synchronized based on O winter Fine-tune to maintain optimal field of vision and visual experience.

[0227] Therefore, this embodiment achieves at least the following beneficial effects compared to the prior art:

[0228] Enhanced comfort: The equipment constantly adapts to the driver's current physiological state, making continuous dynamic adjustments during long-distance driving to effectively alleviate driver fatigue and achieve optimal overall ergonomic coordination of the cabin.

[0229] Enhance the level of cockpit intelligence: The cockpit has the ability to think proactively and adapt in real time, completely eliminating the need for manual adjustment, realizing a seamless intelligent experience, and fully demonstrating the vehicle's deep understanding of the driver and humanistic care.

[0230] Indirect improvement in driving safety: It ensures that the driver is always in the most comfortable and natural driving posture, reducing distraction caused by uncomfortable posture; at the same time, it ensures that the vision of key equipment such as HUD and rearview mirrors is always in the best condition.

[0231] Multi-user scenario experience fully optimized: When switching between different users, there is no need to wait for the device to move mechanically. The system intelligently calculates the optimal adjustment path to avoid the risk of interference; guest users can also quickly obtain personalized recommendation settings based on their physiological characteristics.

[0232] Figure 3This is a schematic diagram of a cockpit adaptive optimization device based on the center-of-the-eyebrow coordinate system provided in an embodiment of the present invention. This embodiment is applicable to adaptive optimization adjustment scenarios for various vehicle cockpit equipment, such as seat adjustment, steering column adjustment, and HUD head-up display adjustment. The cockpit adaptive optimization device based on the center-of-the-eyebrow coordinate system can be implemented using software and / or hardware. Figure 3 As shown, the cockpit adaptive optimization device based on the center-of-the-eye coordinate includes at least:

[0233] The coordinate acquisition module 110 is used to collect the coordinates of the user's forehead in real time.

[0234] User parameter module 120 is used to determine the movement trajectory of the brow center based on the brow center coordinates, so as to determine the user's neck rotation center and the user's comfortable rotation range based at least on the brow center movement trajectory.

[0235] The model building module 130 is used to acquire ergonomic parameters and construct a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, ergonomic parameters, and the initial brow coordinates.

[0236] The cockpit optimization module 140 is used to perform adaptive optimization of the cockpit based on the user's motion model and the center-of-the-head coordinates at the current moment.

[0237] Optionally, the user parameter module 120 is specifically used for:

[0238] Generate a set of brow center coordinates based on the brow center coordinates; and perform filtering processing on the brow center coordinate set to determine the brow center movement trajectory based at least on the filtering processing result; and fit a head rotation arc based on the brow center movement trajectory using a preset fitting algorithm; and determine the center of the head rotation arc as the user's neck rotation center; and determine the user's comfortable rotation range based on the angle change of the brow center movement trajectory.

[0239] Optionally, the model building module 130 is specifically used for:

[0240] The system acquires user head posture information and general ergonomic parameters; corrects the general ergonomic parameters based on the user head posture information to obtain ergonomic parameters; determines the user's neck rotation center as the center of the rotation envelope sphere; defines the rotation envelope region with the rotation envelope center as the origin, the initial eyebrow coordinates to the rotation envelope center as the radius, and the user's comfortable rotation range as a fan-shaped angle; and constructs a user motion model based on the rotation envelope region and ergonomic parameters.

[0241] Optionally, the cockpit optimization module 140 is specifically used for:

[0242] Determine the horizontal distance between the center of the eyebrows and the reference point of the B-pillar in the cockpit at the current moment; determine the vertical distance between the shoulder point coordinates in the user motion model and the seat reference plane in the cockpit; and perform adaptive optimization of the seats in the cockpit based on the horizontal and vertical distances.

[0243] Optionally, the cockpit optimization module 140 is also specifically used for:

[0244] The system acquires the configuration parameters of the cockpit rearview mirror and the eye coordinates in the user motion model; determines the user's field of vision coverage based on the configuration parameters and eye coordinates; determines the brow center space vector based on the mirror center coordinates in the configuration parameters and the brow center coordinates at the current moment; and completes the adaptive optimization of the cockpit rearview mirror based on the mirror normal vector, brow center space vector, and user field of vision coverage in the configuration parameters.

[0245] Optionally, the cockpit optimization module 140 is also specifically used for:

[0246] Determine the line-of-sight vector from the eye coordinates to the cockpit windshield at the current moment; determine the planar equation of the head-up display based on the eye coordinates and the line-of-sight vector; and perform adaptive optimization of the head-up display based on the planar equation.

[0247] Optionally, the cockpit optimization module 140 is also specifically used for:

[0248] The user's forearm length is determined based on the current eyebrow coordinates and the shoulder coordinates in the user motion model; the user's operating comfort surface is constructed with the shoulder coordinates as the center and the forearm length as the radius; and the adaptive optimization of the steering column position in the cockpit is completed based on the user's operating comfort surface and eyebrow coordinates.

[0249] The technical solution provided in this embodiment firstly acquires the user's brow coordinates in real time through a coordinate acquisition module; secondly, a user parameter module determines the brow movement trajectory based on the brow coordinates, and then determines the user's neck rotation center and comfortable rotation range based on the brow movement trajectory; thirdly, a model building module obtains ergonomic parameters, and constructs a user motion model based on the user's neck rotation center, comfortable rotation range, ergonomic parameters, and initial brow coordinates; finally, a cockpit optimization module performs adaptive optimization of the cockpit based on the user motion model and the brow coordinates at the current moment.

[0250] Therefore, this embodiment achieves adaptive optimization of the cockpit based on the user's motion model and the current eyebrow coordinates, enabling the cockpit equipment to constantly adapt to the driver's current physiological state, dynamically fine-tuning during long-distance driving, effectively reducing fatigue, and achieving optimal overall ergonomic coordination. Furthermore, when adjusting cockpit equipment for different users, this embodiment automatically calculates the optimal adjustment path without waiting for the equipment to move mechanically, avoiding interference. Visitor users can also receive recommended settings based on their physiological characteristics.

[0251] This embodiment provides an electronic device. Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. See also: Figure 4 The electronic device 1000 includes a processor 1001 and a memory 1002. The memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any of the above-described cockpit adaptive optimization methods based on the brow coordinate are performed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other via a communication bus and / or other forms of connection mechanisms (not shown). The memory 1002 stores a processor-executable computer program. When the electronic device 1000 is running, the processor 1001 executes the computer program to perform the cockpit adaptive optimization method based on the brow coordinate in any optional implementation of the above embodiments, to at least achieve the following functions: real-time acquisition of the user's brow coordinate; determination of the brow movement trajectory based on the brow coordinate, to determine at least the user's neck rotation center and user's comfortable rotation range based on the brow movement trajectory; acquisition of ergonomic parameters, and construction of a user motion model based at least on the user's neck rotation center, user's comfortable rotation range, ergonomic parameters, and initial brow coordinate; and completion of cockpit adaptive optimization based on the user motion model and the brow coordinate at the current moment.

[0252] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the cockpit adaptive optimization method based on brow coordinates as provided in all embodiments of this application: real-time acquisition of the user's brow coordinates; determination of the brow movement trajectory based on the brow coordinates, to determine the user's neck rotation center and comfortable rotation range based at least on the brow movement trajectory; acquisition of ergonomic parameters, and construction of a user motion model based at least on the user's neck rotation center, comfortable rotation range, ergonomic parameters, and initial brow coordinates; and completion of cockpit adaptive optimization based on the user motion model and the brow coordinates at the current moment.

[0253] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0254] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including—but not limited to—electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0255] The program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0256] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—as well as conventional procedural programming languages—such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0257] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A cockpit adaptive optimization method based on brow coordinates, characterized in that, At least including: Real-time collection of the user's forehead coordinates; The eyebrow center movement trajectory is determined based on the eyebrow center coordinates, and the user's neck rotation center and user's comfortable rotation range are determined at least based on the eyebrow center movement trajectory. Obtain ergonomic parameters and construct a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial glabella coordinates; The cockpit is adaptively optimized based on the user motion model and the current eyebrow coordinates.

2. The cockpit adaptive optimization method based on brow coordinates according to claim 1, characterized in that, The step of determining the brow center movement trajectory based on the brow center coordinates, and determining the user's neck rotation center and the user's comfortable rotation range based at least on the brow center movement trajectory, specifically includes: Generate a set of brow center coordinates based on the aforementioned brow center coordinates; Perform filtering on the set of eyebrow coordinates to determine the eyebrow movement trajectory based at least on the filtering result; The head rotation arc is fitted based on the brow movement trajectory using a preset fitting algorithm; The center of the arc of head rotation is determined as the center of rotation of the user's neck. The user's comfortable rotation range is determined based on the angular change of the movement trajectory of the brow.

3. The cockpit adaptive optimization method based on brow coordinates according to claim 1, characterized in that, The acquisition of ergonomic parameters, and the construction of a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial glabella coordinates, specifically includes: Obtain user head posture information and general ergonomic parameters; The ergonomic parameters are corrected based on the user's head posture information to obtain the ergonomic parameters; The user's neck rotation center is defined as the center of the rotation envelope sphere; With the center of the rotation envelope sphere as the origin, the radius from the initial center of the eyebrows to the center of the rotation envelope sphere, and the user's comfortable rotation range defined by a fan-shaped angle, the rotation envelope area is determined. A user motion model is constructed based on the rotational envelope region and the ergonomic parameters.

4. The cockpit adaptive optimization method based on brow coordinates according to claim 1, characterized in that, The adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates specifically includes: Determine the horizontal distance between the center of the eyebrows and the seat reference point of the B-pillar in the cockpit at the current moment; Determine the vertical distance between the shoulder point coordinates in the user motion model and the seat reference plane. The adaptive optimization of the seats in the cabin is completed based on the horizontal and vertical distances of the seats.

5. The cockpit adaptive optimization method based on brow coordinates according to claim 1, characterized in that, The adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates further includes: Obtain the configuration parameters of the cockpit rearview mirror and the eye point coordinates in the user motion model; The user's field of vision coverage is determined based on the configuration parameters and the eye point coordinates; The brow center space vector is determined based on the mirror center coordinates within the configuration parameters and the brow center coordinates at the current moment. The adaptive optimization of the rearview mirror in the cockpit is completed based on the mirror normal vector, the brow space vector, and the user's field of vision coverage within the configuration parameters.

6. The cockpit adaptive optimization method based on brow coordinates according to claim 5, characterized in that, The adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates further includes: Determine the line-of-sight vector from the current coordinates of the brow center to the windshield inside the cockpit; The plane equation of the head-up display in the cockpit is determined based on the eye point coordinates and the line-of-sight direction vector. The adaptive optimization of the head-up display in the cockpit is completed based on the aforementioned planar equation.

7. The cockpit adaptive optimization method based on brow coordinates according to claim 1, characterized in that, The adaptive optimization of the cockpit based on the user motion model and the current eyebrow coordinates further includes: The length of the user's forearm is determined based on the current eyebrow coordinates and the shoulder coordinates in the user motion model. Construct a user-friendly operating surface with the shoulder point coordinates as the center and the forearm length as the radius; The adaptive optimization of the steering column position within the cockpit is completed based on the user operation comfort surface and the center-of-the-eye coordinates.

8. A cockpit adaptive optimization device based on brow coordinates, characterized in that, The device is at least used to perform the cockpit adaptive optimization method based on the center-of-the-eye coordinate as described in any one of claims 1-7; The device includes at least: The coordinate acquisition module is used to collect the coordinates of the user's forehead in real time; The user parameter module is used to determine the eyebrow movement trajectory based on the eyebrow coordinates, so as to determine the user's neck rotation center and the user's comfortable rotation range based at least on the eyebrow movement trajectory. The model building module is used to acquire ergonomic parameters and construct a user motion model based at least on the user's neck rotation center, the user's comfortable rotation range, the ergonomic parameters, and the initial brow coordinates. The cockpit optimization module is used to perform adaptive optimization of the cockpit based on the user motion model and the eyebrow coordinates at the current moment.

9. An electronic device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the cockpit adaptive optimization method based on the center-of-the-eyebrow coordinates as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the cockpit adaptive optimization method based on the center-of-the-eyebrow coordinates as described in any one of claims 1 to 7.

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