Method and device for preventing mistaken touch of in-vehicle touch interface, vehicle and medium

Abstract

The application relates to the technical field of intelligent cockpit human-computer interaction, in particular to a vehicle-mounted touch interface anti-mis-touch method and device, a vehicle and a medium, the method comprising the following steps: acquiring motion state data of a current vehicle; according to the motion state data, identifying a current jolt working condition level when the current vehicle is in a preset jolt state; according to the jolt working condition level, adjusting bottom layer touch interaction parameters of the vehicle-mounted touch interface and / or adjusting interface display parameters of the vehicle-mounted touch interface; and when the motion state data meets a preset recovery condition, restoring the bottom layer touch interaction parameters to an initial default state and restoring the interface display parameters to an initial default state. Thus, the problem that a user is prone to mis-touch in a jolt working condition and thus causes driving safety hazards is solved, misoperation and invalid operation in the driving process are effectively reduced, the probability of driver distraction is reduced, and cockpit interaction safety and operation efficiency in a jolt road condition are improved.

Description

Technical Field

[0001] This application relates to the field of intelligent cockpit human-machine interaction technology, and in particular to a method, device, vehicle and medium for preventing accidental touch of an in-vehicle touch interface. Background Technology

[0002] Currently, large-size touchscreens are widely used in smart cockpits, and in-vehicle touch interaction has replaced traditional physical buttons, becoming the core interaction method for vehicle function adjustment, parameter setting, audio-visual entertainment, and navigation operation. During actual driving, vehicles inevitably encounter bumpy road conditions such as speed bumps, potholes, damaged urban roads, and unpaved rural roads, which will cause the vehicle body to experience vertical vibration, lateral shift, and high-frequency micro-vibrations.

[0003] Under bumpy conditions, the driver's and passengers' hands will move irregularly with the shaking of the vehicle, which can easily lead to interactive problems such as touch offset, multi-point accidental touch, misidentification of long press, and invalid click, which seriously affect the efficiency of operation. At the same time, accidental touch operations by the driver during driving can distract the driver's attention and pose certain driving safety hazards, which urgently need to be solved. Summary of the Invention

[0004] This application provides a method, device, vehicle, and medium for preventing accidental touches on an in-vehicle touch interface, in order to solve the problem that users are prone to accidental touches under bumpy conditions, which may lead to driving safety hazards. It effectively reduces misoperation and invalid operation during driving, reduces the probability of driver distraction, and improves the safety and efficiency of cabin interaction under bumpy road conditions.

[0005] The first aspect of this application provides a method for preventing accidental touches on an in-vehicle touch interface, comprising the following steps: Acquire the motion status data of the current vehicle, and based on the motion status data, identify the current bump condition level when the current vehicle is in a preset bumpy state; Based on the level of bumpy conditions, adjust the underlying touch interaction parameters of the vehicle touch interface, and / or adjust the interface display parameters of the vehicle touch interface. If the motion state data meets the preset restoration conditions, the underlying touch interaction parameters are restored to their initial default state, and the interface display parameters are also restored to their initial default state.

[0006] According to one embodiment of this application, the underlying touch interaction parameters include at least one of touch response threshold, effective touch recognition duration, touch fault tolerance area range, and anti-shake filtering strength, and the interface display parameters include at least one of control spacing, interface white space size, and touch hot zone range.

[0007] According to one embodiment of this application, the bumpy condition level is a first bumpy condition level, and adjusting the underlying touch interaction parameters of the vehicle touch interface and / or adjusting the interface display parameters of the vehicle touch interface according to the bumpy condition level includes: The effective touch recognition time is extended based on a first preset time, and the touch fault tolerance area is expanded based on a first preset ratio; Maintain the interface display parameters in the initial default state.

[0008] According to one embodiment of this application, the bumpy condition level is a second bumpy condition level, and the step of adjusting the underlying touch interaction parameters of the vehicle touch interface and / or adjusting the interface display parameters of the vehicle touch interface according to the bumpy condition level includes: The touch response threshold is increased based on a second preset ratio, and the touch fault tolerance area is expanded based on a third preset ratio. Based on a preset spacing increase strategy, the spacing between the first target function controls is increased, while the spacing between the second target function controls, the interface white space size, and the touch hot zone range remain unchanged.

[0009] According to one embodiment of this application, the bump condition level is the third bump condition level. The step of adjusting the underlying touch interaction parameters of the vehicle touch interface and / or adjusting the interface display parameters of the vehicle touch interface according to the bump condition level includes: The effective touch recognition time is extended based on the second preset time, and the sliding adjustment operation, multi-touch operation and long press pop-up operation are locked. The display parameters of the in-vehicle touch interface are maintained in the initial default state.

[0010] According to one embodiment of this application, the motion state data includes at least one of vertical vibration amplitude, vibration frequency, and lateral offset. The step of identifying the current bump condition level based on the motion state data, when the current vehicle is in a preset bumpy state, includes: If the vertical vibration amplitude is within the first amplitude range and the vibration frequency is within the first frequency range, the current vehicle is determined to be at the first bump level. If the vertical vibration amplitude is within the second amplitude range and the vibration frequency is within the second frequency range, the current vehicle is determined to be in the second bump level. If the vertical vibration amplitude is in the third amplitude range, the vibration frequency is in the third frequency range, and the lateral offset is in the preset offset range, then the current vehicle is determined to be in the third bump level. Wherein, the upper limit of the first amplitude range is less than the lower limit of the second amplitude range, the upper limit of the second amplitude range is less than the lower limit of the third amplitude range, the upper limit of the first frequency range is less than the lower limit of the second frequency range, and the upper limit of the second frequency range is less than the lower limit of the third frequency range.

[0011] According to the anti-accidental touch method for in-vehicle touch interfaces provided in this application embodiment, based on motion state data, when the vehicle is currently in a preset bumpy state, the current bumpy condition level is identified; based on the bumpy condition level, the underlying touch interaction parameters of the in-vehicle touch interface are adjusted, and / or, the interface display parameters of the in-vehicle touch interface are adjusted; when the motion state data meets preset restoration conditions, the underlying touch interaction parameters are restored to their initial default state, and the interface display parameters are also restored to their initial default state. This solves the problem of accidental touches by users under bumpy conditions, which could lead to driving safety hazards, effectively reduces misoperations and invalid operations during driving, lowers the probability of driver distraction, and improves the safety and operational efficiency of cabin interaction under bumpy road conditions.

[0012] A second aspect of this application provides a device for preventing accidental touches on an in-vehicle touch interface, comprising: The working condition recognition module is used to acquire the current vehicle's motion state data and, based on the motion state data, identify the current bumpy working condition level when the current vehicle is in a preset bumpy state. The parameter adjustment module is used to adjust the underlying touch interaction parameters of the vehicle touch interface and / or adjust the interface display parameters of the vehicle touch interface according to the bumpy working condition level. The parameter recovery module is used to restore the underlying touch interaction parameters to their initial default state and the interface display parameters to their initial default state when the motion state data meets the preset recovery conditions.

[0013] According to one embodiment of this application, the underlying touch interaction parameters include at least one of touch response threshold, effective touch recognition duration, touch fault tolerance area range, and anti-shake filtering strength, and the interface display parameters include at least one of control spacing, interface white space size, and touch hot zone range.

[0014] According to one embodiment of this application, the bumpy condition level is a first bumpy level, and the parameter adjustment module is used for: The effective touch recognition time is extended based on a first preset time, and the touch fault tolerance area is expanded based on a first preset ratio; Maintain the interface display parameters in the initial default state.

[0015] According to one embodiment of this application, the bumpy condition level is a second bumpy level, and the parameter adjustment module is used for: The touch response threshold is increased based on a second preset ratio, and the touch fault tolerance area is expanded based on a third preset ratio. Based on a preset spacing increase strategy, the spacing between the first target function controls is increased, while the spacing between the second target function controls, the interface white space size, and the touch hot zone range remain unchanged.

[0016] According to one embodiment of this application, the bumpy condition level is the third bumpy level, and the parameter adjustment module is used for: The effective touch recognition time is extended based on the second preset time, and the sliding adjustment operation, multi-touch operation and long press pop-up operation are locked. The display parameters of the in-vehicle touch interface are maintained in the initial default state.

[0017] According to one embodiment of this application, the working condition identification module is used for: If the vertical vibration amplitude is within the first amplitude range and the vibration frequency is within the first frequency range, the current vehicle is determined to be at the first bump level. If the vertical vibration amplitude is within the second amplitude range and the vibration frequency is within the second frequency range, the current vehicle is determined to be in the second bump level. If the vertical vibration amplitude is in the third amplitude range, the vibration frequency is in the third frequency range, and the lateral offset is in the preset offset range, then the current vehicle is determined to be in the third bump level. Wherein, the upper limit of the first amplitude range is less than the lower limit of the second amplitude range, the upper limit of the second amplitude range is less than the lower limit of the third amplitude range, the upper limit of the first frequency range is less than the lower limit of the second frequency range, and the upper limit of the second frequency range is less than the lower limit of the third frequency range.

[0018] According to the anti-accidental touch device for the vehicle touch interface provided in this application embodiment, based on motion state data, when the vehicle is currently in a preset bumpy state, the current bump level is identified; based on the bump level, the underlying touch interaction parameters of the vehicle touch interface are adjusted, and / or, the interface display parameters of the vehicle touch interface are adjusted; when the motion state data meets the preset restoration conditions, the underlying touch interaction parameters are restored to their initial default state, and the interface display parameters are also restored to their initial default state. This solves the problem of accidental touches by users under bumpy conditions, which could lead to driving safety hazards, effectively reduces misoperations and invalid operations during driving, lowers the probability of driver distraction, and improves the safety and efficiency of cabin interaction under bumpy road conditions.

[0019] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method for preventing accidental touches on an in-vehicle touch interface as described in the above embodiments.

[0020] A fourth aspect of this application provides a computer-readable storage medium storing computer instructions for causing the computer to execute the anti-accidental touch method for an in-vehicle touch interface as described in the above embodiments.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a method for preventing accidental touches on an in-vehicle touch interface according to an embodiment of this application; Figure 2 This is a flowchart of a method for preventing accidental touches on an in-vehicle touch interface according to an embodiment of this application; Figure 3 This is an architecture diagram of an anti-accidental touch system for an in-vehicle touch interface according to an embodiment of this application; Figure 4 This is a block diagram of an anti-accidental touch device for an in-vehicle touch interface according to an embodiment of this application; Figure 5 This is a structural schematic diagram of the vehicle provided in an embodiment of this application. Detailed Implementation

[0023] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0024] Those skilled in the art will understand that current in-vehicle touchscreen anti-accidental touch technology in bumpy driving scenarios suffers from the following systemic defects and shortcomings, specifically including the following four dimensions: 1. Coarse-grained scene recognition and a "one-size-fits-all" adaptation strategy, lacking refinement: Existing technologies only use a simple two-level classification method of "flat / bumpy" or "static / dynamic" working conditions, without establishing a multi-dimensional bump level classification system based on the amplitude and frequency of vehicle vibration. This makes it impossible to identify differentiated road conditions of slight, moderate, and severe bumps. As a result, there is excessive intervention in normal touch control under slight bumps, insufficient protection under severe bumps, low dynamic adaptation accuracy, and an inability to adapt to real and complex road traffic environments.

[0025] 2. Limited technical adaptation dimensions, failing to achieve seamless interaction and visual synergy: Existing technologies are divided into two categories: pure algorithm-based image stabilization and pure UI (User Interface) enlargement solutions, resulting in a one-sided technical approach. Pure algorithm optimization only adjusts the touch threshold and filtering parameters without coordinating with the HMI (Human-Machine Interface) for adaptation, leading to limited user experience improvement. The UI enlargement solution achieves anti-accidental touch by explicitly modifying control sizes and layout spacing, directly disrupting the original vehicle HMI visual layout, proportions, and interface consistency. Long-term use results in an abrupt visual appearance, sacrificing design experience for touch accuracy, failing to balance safety and aesthetics.

[0026] 3. Lack of differentiation in function adaptation, resulting in an imbalance between operational efficiency and safety control: Existing anti-mistouch strategies all adopt a globally unified adaptation logic, without classifying in-vehicle touch functions by risk level or usage frequency. Using completely identical anti-mistouch parameters for both high-frequency core functions (air conditioning, volume, back, settings) and low-frequency entertainment functions (wallpaper, apps, audio / video) leads to inadequate protection for core safe operations and excessive redundancy in protection for low-frequency functions. This results in overall low interaction efficiency and an inability to match the safe interaction logic of driving scenarios.

[0027] 4. Rigid scene switching mechanisms and poor interaction continuity and consistency: Existing technologies lack dynamic road condition monitoring, smooth transitions, and intelligent recovery mechanisms. When switching between bumpy and smooth road conditions, sudden parameter changes can easily lead to problems such as abrupt changes in touch sensitivity and discontinuous interface experiences. Moreover, most solutions rely on fixed vehicle speed thresholds for triggering and cannot dynamically adjust in real time according to road conditions. This results in low intelligence, poor user interaction consistency, and an inability to meet the high-quality, seamless cabin experience requirements of mass-produced vehicles.

[0028] Based on the technical problems existing in the aforementioned related technologies, this application proposes a method for preventing accidental touches on in-vehicle touch interfaces, aiming to solve the four core technical problems existing in the current intelligent cockpit HMI touch interface accidental touch prevention technologies: 1. Existing technology cannot accurately identify the intensity of vehicle bumps. The unified and fixed anti-accidental touch logic cannot adapt to the differentiated protection needs of different bump scenarios such as mild, moderate and severe bumps, resulting in poor adaptation accuracy.

[0029] 2. Traditional methods of preventing accidental touches rely solely on enlarging controls and fixing touch parameters, which can disrupt the original visual layout, proportions, and minimalist design style of the in-vehicle HMI, sacrificing the aesthetic experience of the interface in exchange for the effect of preventing accidental touches.

[0030] 3. The lack of a differentiated function adaptation mechanism results in the use of the same anti-accidental touch strategy for high-frequency core driving functions and low-frequency entertainment functions, leading to inaccurate core operations, redundant interaction of low-frequency functions, and low operating efficiency.

[0031] 4. Without an automatic scene recovery mechanism, the initial interaction and interface parameters cannot be restored in time after the road conditions are restored to a smooth state, resulting in a long-term imbalance in the interactive experience and poor consistency in user interaction.

[0032] The following description, with reference to the accompanying drawings, describes a method, device, vehicle, and medium for preventing accidental touches on an in-vehicle touch interface, applicable to dynamic touch interaction optimization and adaptive interface adjustment for central control screens, passenger-side screens, and rear-seat touch screens in new energy and intelligent connected vehicles.

[0033] This invention is applicable to all in-vehicle touch terminals, including central control touch screens, passenger entertainment screens, and rear-seat touch screens, in passenger vehicles and new energy intelligent connected vehicles. All the following embodiments are based on mass-produced in-vehicle sensor hardware and cockpit HMI systems, requiring no additional hardware modifications. It has strong feasibility and engineering practicality. Each embodiment can operate independently or work together to achieve HMI touch anti-mistouch and visual adaptive optimization effects in bumpy scenarios.

[0034] Specifically, Figure 1 This is a flowchart illustrating a method for preventing accidental touches on an in-vehicle touch interface provided in an embodiment of this application.

[0035] like Figure 1As shown, the method for preventing accidental touches on the in-vehicle touch interface includes the following steps: In step S101, the motion state data of the current vehicle is obtained, and based on the motion state data, the current bump condition level is identified when the current vehicle is in a preset bumpy state.

[0036] Furthermore, in some embodiments, the motion state data includes at least one of vertical vibration amplitude, vibration frequency, and lateral offset. Based on the motion state data, when the vehicle is currently in a preset bumpy state, the current bumpy condition level is identified, including: when the vertical vibration amplitude is in a first amplitude range and the vibration frequency is in a first frequency range, determining that the vehicle is in a first bumpy level; when the vertical vibration amplitude is in a second amplitude range and the vibration frequency is in a second frequency range, determining that the vehicle is in a second bumpy level; when the vertical vibration amplitude is in a third amplitude range, the vibration frequency is in a third frequency range, and the lateral offset is in a preset offset range, determining that the vehicle is in a third bumpy level; wherein, the upper limit of the first amplitude range is less than the lower limit of the second amplitude range, the upper limit of the second amplitude range is less than the lower limit of the third amplitude range, the upper limit of the first frequency range is less than the lower limit of the second frequency range, and the upper limit of the second frequency range is less than the lower limit of the third frequency range.

[0037] Among them, the vertical vibration amplitude reflects the intensity of the acceleration fluctuation of the vehicle body in the vertical direction and is the most important parameter for measuring the impact energy of the road surface; the vibration frequency characterizes the density of the periodic vibration of the vehicle body per unit time and is used to distinguish the continuity and density of the bumps; the lateral offset describes the amplitude of the lateral sway of the vehicle body in the horizontal plane perpendicular to the direction of travel.

[0038] Specifically, when the vertical vibration amplitude is within the set first amplitude range and the vibration frequency is also within the first frequency range, the vehicle is determined to be in the first level of bumpiness, i.e., a slight bumpy condition. This situation typically corresponds to low-intensity excitation sources such as minor road undulations or fine gravel. If the vertical vibration amplitude further increases to the second amplitude range and the vibration frequency simultaneously enters the second frequency range, the condition is determined to be upgraded to the second level of bumpiness, i.e., moderate bumpiness. This type of scenario typically corresponds to common bumpy road conditions such as vehicles passing over speed bumps, damaged urban roads, or road repair joints. When the vertical vibration amplitude reaches the third amplitude range, the vibration frequency is within the third frequency range, and the lateral offset simultaneously exceeds the preset offset threshold, it is determined to be the third level of bumpiness, i.e., a severe bumpy condition. This level typically occurs in extreme driving environments such as unpaved off-road surfaces, continuous deep potholes, or severely undulating mountain roads.

[0039] In addition to gyroscope and accelerometer data determination, it can combine navigation road condition labels, road marking recognition data, and vehicle speed fluctuation data to determine the bump level through multi-source fusion, replacing the single sensor acquisition method and adapting to low-end models without high-precision sensors.

[0040] In step S102, the underlying touch interaction parameters of the vehicle touch interface are adjusted according to the level of bumpy conditions, and / or the interface display parameters of the vehicle touch interface are adjusted.

[0041] The underlying touch interaction parameters include at least one of the following: touch response threshold, effective touch recognition time, touch fault tolerance area range, and anti-shake filtering strength. The interface display parameters include at least one of the following: control spacing, interface white space size, and touch hot zone range.

[0042] Furthermore, in some embodiments, the bump condition level is the first bump level. Based on the bump condition level, the underlying touch interaction parameters of the vehicle touch interface are adjusted, and / or the interface display parameters of the vehicle touch interface are adjusted, including: extending the effective touch recognition time based on a first preset time, and expanding the touch fault tolerance area based on a first preset ratio; maintaining the interface display parameters in the initial default state.

[0043] Specifically, this embodiment addresses low-intensity bump conditions encountered during daily vehicle driving, such as minor road undulations, gravel roads, and slight paved road damage. The system uses a vehicle gyroscope and a three-axis accelerometer to collect real-time data on the vehicle's vertical vibration amplitude, vibration frequency, and lateral displacement. When the detected vehicle vibration amplitude is ≤0.3g, the overall vibration frequency is less than 5Hz, and there is no continuous displacement, the system determines the current driving scenario to be a minor bump condition.

[0044] To address the characteristics of this scenario—minor, unconscious hand tremors, minimal large-scale touch offsets, and primarily momentary accidental touches—this solution employs a "light anti-shake, zero visual alteration, and no interference with normal operation" adaptation strategy. The system adaptively fine-tunes the default 100ms basic touch recognition time to 150ms, filtering out momentary stray touch signals caused by minor vehicle vibrations. Simultaneously, the touch hotspot tolerance range is slightly expanded by 10%, improving the success rate of accurate click recognition. This embodiment maintains no adjustments to any HMI visualization parameters throughout, preserving core visual elements such as original control size, icon style, interface white space, layout proportions, and color brightness. Users are unaware of the slight accidental touches, resolving the potential for accidental touches under minor bumps while maximizing the sensitivity and smoothness of normal driving touch operations, avoiding the sluggishness caused by over-adaptation.

[0045] Furthermore, in some embodiments, the bump condition level is a second bump level. Based on the bump condition level, the underlying touch interaction parameters of the vehicle touch interface are adjusted, and / or the interface display parameters of the vehicle touch interface are adjusted, including: increasing the touch response threshold based on a second preset ratio, and expanding the touch fault tolerance area based on a third preset ratio; increasing the control spacing between the first target function controls based on a preset spacing increase strategy, while keeping the control spacing, interface white space size, and touch hot zone range of the second target function controls unchanged.

[0046] This embodiment corresponds to high-frequency bumpy scenarios during normal vehicle driving, including moderate-intensity bumpy conditions such as passing speed bumps at low speeds, minor potholes on old urban roads, and road repair joints. When the sensor continuously detects that the vehicle body vibration amplitude is in the range of 0.3g to 0.8g, the vibration frequency is stable in the range of 5Hz to 15Hz, and there are intermittent small vertical jumps, the system accurately determines it as a moderate bumpy condition. In this scenario, the user's hand tremor is significantly increased, making it very easy for problems such as click misalignment, accidental touch of adjacent controls, and touch recognition failure to occur, making it a high-incidence scenario for accidental touches on in-vehicle touch screens.

[0047] In response, this system employs a mid-level anti-shake adaptation strategy. On one hand, it optimizes the underlying touch algorithm, increasing the overall touch response threshold by 20%, enhancing signal filtering capabilities to filter out invalid jittery touch signals, and expanding the effective touch recognition range by 20% to improve operational error tolerance. On the other hand, it performs differentiated HMI lightweight adaptation, fine-tuning the spacing between frequently used core safety controls such as air conditioning adjustment, volume control, back, confirmation, and screen brightness adjustment by 8% to prevent accidental touches of adjacent core controls. For low-frequency entertainment controls such as application icons, wallpaper settings, and audio / video switching, the original layout and parameters remain unchanged. This adaptation method only makes subtle adjustments to implicit parameters; the overall interface layout, icon ratios, visual style, and color scheme remain unchanged. While effectively resolving accidental touches during moderate bumps, it strictly preserves the original factory HMI design aesthetics, balancing driving interaction safety, operational efficiency, and interface visual consistency.

[0048] Furthermore, in some embodiments, the bump condition level is the third bump level. Based on the bump condition level, the underlying touch interaction parameters of the vehicle touch interface are adjusted, and / or the interface display parameters of the vehicle touch interface are adjusted, including: extending the effective touch recognition time based on a second preset time, and locking the sliding adjustment operation, multi-touch operation and long press pop-up operation; maintaining the interface display parameters of the vehicle touch interface in the initial default state.

[0049] This embodiment addresses high-intensity bumpy driving conditions such as off-road sections, unpaved rural roads, severely damaged and potholed roads, and continuous undulating mountain roads. When the sensor detects a vehicle vibration amplitude consistently greater than 0.8g and a vibration frequency higher than 15Hz, along with persistent large vertical jumps and irregular lateral shifts, the system classifies it as a severe bumpy driving condition. In this scenario, the vehicle shakes violently, making it impossible for the user's hand to maintain a stable contact with the screen. Conventional touch logic completely fails, easily leading to high-risk accidental touch behaviors such as multi-touch, swipe misoperation, and long-press misrecognition, seriously affecting driving safety. This system activates an advanced anti-accidental touch strategy, strengthening multi-level anti-shake filtering algorithms to completely block stray touch signals that change instantaneously, increasing the effective touch response time to 300ms and significantly improving the accuracy of effective touch recognition. Simultaneously, it implements permission control for high-risk touch behaviors, temporarily locking easily accidental touch operations such as swiping adjustments, long-press pop-ups, and multi-touch zooming, retaining only basic core operations like single-point clicks, thus minimizing high-risk accidental operations. At the same time, the system adheres to the principle of maintaining the HMI visual integrity throughout the entire process, without changing any control size, interface layout, or visual style, thus completely avoiding the problems of bloated interfaces and visual abruptness in traditional solutions, achieving a balance between ultimate security protection and interface aesthetics in extremely bumpy scenarios.

[0050] For example, Table 1 shows a comparison of touch parameters and HMI interface adaptation strategies corresponding to different bump levels in this application embodiment.

[0051] Table 1

[0052] As shown in Table 1, under slightly bumpy conditions, the touch recognition time is only slightly adjusted from the default 100ms to 150ms to filter out instantaneous stray signals. No visual parameters are adjusted and no functional control is implemented throughout the process. Under moderately bumpy conditions, the overall touch response threshold is increased by 20% and the recognition error tolerance range is expanded. At the same time, the spacing of high-frequency core controls such as air conditioner and volume is slightly increased by 8%, while the layout and parameters of low-frequency entertainment controls remain unchanged. Under severely bumpy conditions, an advanced anti-shake filtering algorithm is activated, the effective touch response time is increased to 300ms, and high-risk operation methods such as sliding adjustment, long press pop-up, and multi-touch zoom are temporarily locked. Only basic single-point click operations are retained, and the principle of zero modification to visual parameters is adhered to throughout the process to avoid damage to the interface layout.

[0053] In addition to the preset adaptive default strategy, the system also supports users to manually customize the bump adaptation level. Users can manually activate light / moderate / heavy anti-mistouch modes according to their own operating habits to adapt to different user preferences. A screen partitioning optimization approach can be adopted, focusing on strengthening anti-mistouch parameters in high-frequency operation areas of the central control screen, while maintaining default parameters in edge areas, further improving operational accuracy. Furthermore, it can also combine the vehicle's driving mode (Sport / Comfort / Eco) with the adaptation strategy, matching differentiated bump anti-mistouch parameters for different driving modes to achieve multi-dimensional scenario collaborative optimization.

[0054] In step S103, if the motion state data meets the preset restoration conditions, the underlying touch interaction parameters are restored to the initial default state, and the interface display parameters are restored to the initial default state.

[0055] The preset recovery condition refers to the system continuously monitoring the vehicle's motion status data (including vertical vibration amplitude, vibration frequency, and lateral offset). When these parameters are detected to continuously and stably return to the normal fluctuation threshold range corresponding to the smooth road surface and maintain for a preset duration (e.g., a 2-second continuous monitoring cycle set in this embodiment of the invention), it is determined that the vehicle has left the bumpy road surface, thereby triggering the recovery process.

[0056] Furthermore, the parameter restoration process in this application embodiment includes underlying touch interaction parameters, namely, the underlying interaction logic parameters that are dynamically adjusted under bumpy conditions, such as the touch response sensitivity threshold, effective touch recognition time, touch fault tolerance hot zone range, and anti-shake filtering strength. It also includes interface display parameters, mainly involving HMI visual related parameters such as control spacing and interface white space that are finely adjusted to improve the anti-mistouch effect during the bumpy adaptation process.

[0057] In terms of restoration, the present invention gradually transitions all the adjusted parameters from the current adaptive value back to the factory default state at a millisecond-level step speed. This restoration mechanism has a high degree of intelligence and imperceptibility, and no manual setting or confirmation operation is required from the user throughout the process.

[0058] To address the shortcomings of existing technologies, such as abrupt transitions between driving conditions and noticeable user experience gaps, this invention establishes an independent scene smoothing monitoring and automatic recovery mechanism to achieve seamless adaptation to road condition changes. The system monitors vehicle vibration data in real-time with a 2-second continuous monitoring cycle. Once the vibration amplitude and frequency return to the standard threshold range for a smooth road surface after 2 consecutive seconds, a progressive recovery mechanism is immediately triggered. This mechanism gradually restores all underlying interaction parameters, including touch sensitivity, touch recognition time, fault tolerance hotspot range, and anti-shake filtering strength, within milliseconds. Simultaneously, fine-tuned control spacing and interface parameters are restored, and all HMI interface states and touch feel return to factory default standards. This solution employs a progressive, smooth switching logic, rather than instantaneous abrupt changes, completely avoiding the jarring interaction caused by parameter jumps. It ensures that the vehicle maintains continuity and consistency in the interactive experience even under complex road conditions with frequent transitions between bumpy and smooth surfaces, achieving intelligent, seamless, and adaptive adaptation across all road conditions and weather.

[0059] To help those skilled in the art to more clearly understand the method for preventing accidental touches on the vehicle-mounted touch interface of this application, the following is combined with... Figure 2 Please provide a detailed explanation.

[0060] like Figure 2 As shown, the system first collects data from the vehicle's sensors and then proceeds to the bump level determination stage. Based on the vehicle's vertical vibration amplitude, vibration frequency, and lateral offset, the current road conditions are classified into three levels: slight bump, moderate bump, and severe bump. The system then triggers the implementation of the slight bump adaptation strategy, the moderate bump adaptation strategy, and the severe bump adaptation strategy, respectively. The three strategies are progressively related in terms of the intensity of touch parameter adjustment and the fine-tuning range of the HMI interface.

[0061] After each adaptation strategy is executed, the system enters the judgment stage of road condition restoration. If the vehicle motion status data has not yet returned to the normal threshold range corresponding to the smooth road surface, it is judged as no, and the current adaptation strategy continues to be monitored and maintained. If the data has been detected to continuously and stably meet the preset restoration conditions, it is judged as yes, and the system enters the stage of executing the scene restoration strategy, gradually restoring all underlying touch interaction parameters and interface display parameters to the initial default state.

[0062] Therefore, the method for preventing accidental touches on the vehicle touch interface proposed in this application has at least the following beneficial effects: 1. Significantly improved scene adaptation accuracy: Through three-level bump classification recognition, it achieves fine adaptation for all road conditions, eliminating the one-size-fits-all adaptation defects of traditional technology. Slight bumps do not affect normal interaction, while heavy bumps effectively prevent accidental touches, and the rationality of adaptation is significantly improved.

[0063] 2. Balancing interactive safety and visual aesthetics: Abandoning the traditional approach of rigidly enlarging controls, we adopted implicit parameter adjustment and lightweight interface adaptation. While solving the problem of accidental touches during bumpy rides, we fully preserved the original HMI design style and interface layout, resolving the conflict between preventing accidental touches and visual appeal.

[0064] 3. Enhance the safety and efficiency of in-vehicle interaction: Through differentiated protection of core functions, it effectively reduces misoperation and invalid operation during driving, lowers the probability of driver distraction, and improves the safety and efficiency of cockpit interaction under bumpy road conditions.

[0065] 4. Strong consistency in interactive experience: It has the ability to automatically and seamlessly switch and restore scenes, without requiring manual settings from the user. The interactive experience is smooth and consistent under different road conditions, without any gaps in the experience.

[0066] 5. Wide compatibility with mass production: No new hardware equipment is required. It can be implemented by relying on existing vehicle sensors and cockpit HMI system. It is compatible with all vehicle touch screens. The transformation cost is low and the implementation is very easy. It can be directly adapted to mass production model iterations.

[0067] The following is combined with Figure 3 This application provides a detailed description of the anti-accidental touch system for the vehicle-mounted touch interface.

[0068] like Figure 3 As shown, the HMI touch interaction anti-mistouch optimization system for vehicle bumpy scenarios in this application adopts an integrated technical solution of bump level recognition + multi-parameter dynamic adaptation + HMI visual lightweight adjustment + differentiated function control + automatic recovery. Using a sensor acquisition module as the data source, it is responsible for acquiring real-time motion state data such as vertical vibration amplitude, vibration frequency, and lateral offset of the vehicle body output by the vehicle gyroscope and accelerometer, and inputting this data to the bump level perception module. Based on its built-in classification logic, the bump level perception module accurately identifies the current road condition as one of three levels: slight bump, moderate bump, or severe bump. This classification result is then synchronously transmitted to three core adaptation modules that execute in parallel: a multi-dimensional touch parameter adaptive adjustment module, an HMI interface lightweight visual adaptation module, and a differentiated function adaptation module. These three modules work together from the dimensions of underlying touch interaction parameter optimization, implicit fine-tuning of the interface visual layout, and differentiation and protection between high-frequency core functions and low-frequency entertainment functions, jointly outputting an anti-mistouch strategy adapted to the current bump level. At the same time, the scene automatic switching and restoration module, as an independent monitoring and scheduling unit, continuously monitors changes in sensor data. When it detects that the road conditions have returned to smoothness, it automatically triggers a gradual restoration process to restore all the adjusted parameters to their initial default state.

[0069] Furthermore, the specific technical architecture is as follows: 1. Bump Level Perception Module: Relying on the vehicle's gyroscope and accelerometer to collect data on vehicle vibration frequency, shaking amplitude, vertical displacement, and lateral offset in real time, a graded model is established through a preset algorithm to accurately classify three operating condition levels: slight bump, moderate bump, and severe bump, thereby realizing dynamic road condition recognition and replacing the traditional single vehicle speed determination logic.

[0070] 2. Multi-dimensional adaptive adjustment module for touch parameters: Dynamically fine-tunes the underlying touch interaction parameters for different levels of bumps, including touch response threshold, effective touch duration, touch error tolerance area, and anti-shake filtering strength, without significantly modifying the control size, thus avoiding accidental touches, missed touches, and offset touch problems from the interaction layer.

[0071] 3. Lightweight visual adaptation module for HMI interface: Based on the level of bumps, fine-tune the spacing of controls, white space, and touch hot zone range, while fully preserving the original icon style, interface layout, color system and overall layout. Only implicit parameter optimizations are made to ensure that the visual aesthetics of the HMI remain unchanged.

[0072] 4. Differentiated Function Adaptation Module: The cockpit touch control functions are divided into high-frequency core functions (volume, air conditioning, brightness, return, confirm) and low-frequency entertainment functions (app opening, wallpaper setting, audio / video switching). The core functions are enhanced with anti-shake and fault tolerance parameters, while the low-frequency functions are moderately weakened in adaptation intervention, taking into account both safety and efficiency.

[0073] 5. Automatic Scene Switching and Restoration Module: Real-time monitoring of vehicle vibration data. When bumpy conditions are triggered, the anti-accidental touch adaptation is automatically activated. After the road conditions return to smooth and the vibration data returns to the threshold range, all touch parameters and HMI interface status are automatically restored in milliseconds, achieving seamless switching.

[0074] The method for preventing accidental touches on an in-vehicle touch interface proposed in this application involves identifying the current bump level based on motion state data, assuming the vehicle is in a preset bumpy condition. Based on the bump level, the underlying touch interaction parameters of the in-vehicle touch interface are adjusted, and / or the interface display parameters are adjusted. When the motion state data meets preset restoration conditions, the underlying touch interaction parameters and the interface display parameters are restored to their initial default states. This solves the problem of accidental touches by users under bumpy conditions, which can lead to driving safety hazards. It effectively reduces misoperations and invalid operations during driving, lowers the probability of driver distraction, and improves the safety and efficiency of cabin interaction under bumpy road conditions.

[0075] Next, referring to the accompanying drawings, a device for preventing accidental touches on an in-vehicle touch interface according to an embodiment of this application is described.

[0076] Figure 4 This is a block diagram of an anti-accidental touch device for an in-vehicle touch interface according to an embodiment of this application.

[0077] like Figure 4 As shown, the anti-accidental touch device 10 of the vehicle touch interface includes: a working condition recognition module 100, a parameter adjustment module 200, and a parameter recovery module 300.

[0078] The system includes a working condition recognition module 100, which acquires the current vehicle's motion state data and identifies the current bump level when the vehicle is in a preset bumpy state based on the motion state data; a parameter adjustment module 200, which adjusts the underlying touch interaction parameters of the vehicle touch interface and / or adjusts the interface display parameters of the vehicle touch interface according to the bump level; and a parameter recovery module 300, which restores the underlying touch interaction parameters to their initial default state and the interface display parameters to their initial default state when the motion state data meets the preset recovery conditions.

[0079] Furthermore, in some embodiments, the underlying touch interaction parameters include at least one of touch response threshold, effective touch recognition duration, touch fault tolerance area range, and anti-shake filtering strength, and the interface display parameters include at least one of control spacing, interface white space size, and touch hot zone range.

[0080] Furthermore, in some embodiments, the bumpy condition level is the first bumpy level, and the parameter adjustment module 200 is used to: extend the effective touch recognition time based on a first preset time, and expand the touch fault tolerance area based on a first preset ratio; and maintain the interface display parameters in the initial default state.

[0081] Furthermore, in some embodiments, the bumpy condition level is the second bumpy level, and the parameter adjustment module 200 is used to: increase the touch response threshold based on a second preset ratio, and expand the touch fault tolerance area based on a third preset ratio; increase the control spacing between the first target functional controls based on a preset spacing increase strategy, and keep the control spacing, interface white space size and touch hot area range of the second target functional controls unchanged.

[0082] Furthermore, in some embodiments, the bump condition level is the third bump level, and the parameter adjustment module 200 is used to: extend the effective touch recognition time based on the second preset time, and lock the sliding adjustment operation, multi-touch operation and long press pop-up operation; and maintain the interface display parameters of the vehicle touch interface in the initial default state.

[0083] Furthermore, in some embodiments, the operating condition identification module 100 is used to: determine that the current vehicle is in a first bump level when the vertical vibration amplitude is in a first amplitude range and the vibration frequency is in a first frequency range; determine that the current vehicle is in a second bump level when the vertical vibration amplitude is in a second amplitude range and the vibration frequency is in a second frequency range; and determine that the current vehicle is in a third bump level when the vertical vibration amplitude is in a third amplitude range, the vibration frequency is in a third frequency range, and the lateral offset is in a preset offset range; wherein the upper limit of the first amplitude range is less than the lower limit of the second amplitude range, the upper limit of the second amplitude range is less than the lower limit of the third amplitude range, the upper limit of the first frequency range is less than the lower limit of the second frequency range, and the upper limit of the second frequency range is less than the lower limit of the third frequency range.

[0084] It should be noted that the explanation of the aforementioned embodiment of the method for preventing accidental touch of the vehicle touch interface also applies to the device for preventing accidental touch of the vehicle touch interface in this embodiment, and will not be repeated here.

[0085] The anti-accidental touch device for the vehicle touch interface proposed in this application identifies the current bump level based on motion state data when the vehicle is in a preset bumpy state. Based on the bump level, it adjusts the underlying touch interaction parameters of the vehicle touch interface and / or the interface display parameters. When the motion state data meets preset restoration conditions, it restores the underlying touch interaction parameters to their initial default state and the interface display parameters to their initial default state. This solves the problem of accidental touches by users under bumpy conditions, which could lead to driving safety hazards. It effectively reduces misoperations and invalid operations during driving, lowers the probability of driver distraction, and improves the safety and efficiency of cabin interaction under bumpy road conditions.

[0086] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0087] When the processor 502 executes the program, it implements the method for preventing accidental touches on the vehicle touch interface provided in the above embodiments.

[0088] Furthermore, the vehicle also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0089] The memory 501 is used to store computer programs that can run on the processor 502.

[0090] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0091] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0092] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0093] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0094] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for preventing accidental touches on an in-vehicle touch interface.

[0095] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0096] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0097] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0098] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0099] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0100] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0101] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0102] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for preventing accidental touches on an in-vehicle touch interface, characterized in that, Includes the following steps: Acquire the motion status data of the current vehicle, and based on the motion status data, identify the current bump condition level when the current vehicle is in a preset bumpy state; Based on the level of bumpy conditions, adjust the underlying touch interaction parameters of the vehicle touch interface, and / or adjust the interface display parameters of the vehicle touch interface. If the motion state data meets the preset restoration conditions, the underlying touch interaction parameters are restored to their initial default state, and the interface display parameters are also restored to their initial default state.

2. The method according to claim 1, characterized in that, The underlying touch interaction parameters include at least one of touch response threshold, effective touch recognition time, touch fault tolerance area range, and anti-shake filtering strength. The interface display parameters include at least one of control spacing, interface white space size, and touch hot zone range.

3. The method according to claim 2, characterized in that, The bumpy condition level is the first bumpy level. Adjusting the underlying touch interaction parameters of the vehicle touch interface and / or adjusting the interface display parameters of the vehicle touch interface according to the bumpy condition level includes: The effective touch recognition time is extended based on a first preset time, and the touch fault tolerance area is expanded based on a first preset ratio; Maintain the interface display parameters in the initial default state.

4. The method according to claim 2, characterized in that, The bumpy condition level is the second bumpy condition level. Adjusting the underlying touch interaction parameters of the vehicle touch interface and / or adjusting the interface display parameters of the vehicle touch interface according to the bumpy condition level includes: The touch response threshold is increased based on a second preset ratio, and the touch fault tolerance area is expanded based on a third preset ratio. Based on a preset spacing increase strategy, the spacing between the first target function controls is increased, while the spacing between the second target function controls, the interface white space size, and the touch hot zone range remain unchanged.

5. The method according to claim 2, characterized in that, The bumpy condition level is the third bumpy condition level. Adjusting the underlying touch interaction parameters of the vehicle touch interface and / or adjusting the interface display parameters of the vehicle touch interface according to the bumpy condition level includes: The effective touch recognition time is extended based on the second preset time, and the sliding adjustment operation, multi-touch operation and long press pop-up operation are locked. The display parameters of the in-vehicle touch interface are maintained in the initial default state.

6. The method according to claim 1, characterized in that, The motion state data includes at least one of vertical vibration amplitude, vibration frequency, and lateral offset. The step of identifying the current bump condition level based on the motion state data, when the vehicle is currently in a preset bumpy state, includes: If the vertical vibration amplitude is within the first amplitude range and the vibration frequency is within the first frequency range, the current vehicle is determined to be at the first bump level. If the vertical vibration amplitude is within the second amplitude range and the vibration frequency is within the second frequency range, the current vehicle is determined to be in the second bump level. If the vertical vibration amplitude is in the third amplitude range, the vibration frequency is in the third frequency range, and the lateral offset is in the preset offset range, then the current vehicle is determined to be in the third bump level. Wherein, the upper limit of the first amplitude range is less than the lower limit of the second amplitude range, the upper limit of the second amplitude range is less than the lower limit of the third amplitude range, the upper limit of the first frequency range is less than the lower limit of the second frequency range, and the upper limit of the second frequency range is less than the lower limit of the third frequency range.

7. A device for preventing accidental touches on an in-vehicle touch interface, characterized in that, include: The working condition recognition module is used to acquire the current vehicle's motion state data and, based on the motion state data, identify the current bumpy working condition level when the current vehicle is in a preset bumpy state. The parameter adjustment module is used to adjust the underlying touch interaction parameters of the vehicle touch interface and / or adjust the interface display parameters of the vehicle touch interface according to the bumpy working condition level. The parameter recovery module is used to restore the underlying touch interaction parameters to their initial default state and the interface display parameters to their initial default state when the motion state data meets the preset recovery conditions.

8. The apparatus according to claim 7, characterized in that, The underlying touch interaction parameters include at least one of touch response threshold, effective touch recognition time, touch fault tolerance area range, and anti-shake filtering strength. The interface display parameters include at least one of control spacing, interface white space size, and touch hot zone range.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the computer program to implement the method for preventing accidental touches of an in-vehicle touch interface as described in any one of claims 1-6.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program is executed by a processor to implement the method for preventing accidental touches on an in-vehicle touch interface as described in any one of claims 1-6.

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