Display screen split control method and system based on driving risk classification

Abstract

The application discloses a display screen split control method and system based on driving risk grading, and the method comprises the following steps: acquiring multi-source driving data in the driving process; performing normalization processing on the multi-source driving data based on a standard saturation function; calculating driving risk values in each dimension according to the normalized data; weighting and fusing the driving risk values in each dimension to obtain a comprehensive driving risk value; determining the driving risk grade according to the comprehensive driving risk value; and performing vehicle split layout according to the driving risk grade. Based on the above data processing procedure, the application realizes accurate driving risk grading and dynamically adjusts the split layout according to the driving risk grading, so as to improve the driving safety and the human-computer interaction experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle display screen split-screen technology, and in particular to a display screen split-screen control method and system based on driving risk classification. Background Technology

[0002] With the continuous upgrading of intelligent vehicle hardware and software technologies, large-size integrated central control screens, dual-screen displays, and continuous long screens are gradually becoming the mainstream hardware configurations for intelligent cockpits. These in-vehicle screens integrate multiple functions such as navigation, audio-visual entertainment, vehicle control, and human-machine interaction, greatly enriching cockpit interaction methods and improving the driving experience for passengers. Currently, the industry's display management solutions for in-vehicle central control screens are relatively simple, mainly falling into two mainstream categories.

[0003] One type is the static fixed split-screen solution, where the display area ratio and content for the driver and passenger seats are fixed at the factory and cannot be dynamically adjusted according to actual operating conditions during vehicle operation. The other type is a simple operating condition linkage control solution, which relies on only a few basic vehicle signals such as gear position and speed to execute simple control logic. Examples include switching to a full-screen reversing camera when reversing, triggering audio and visual warnings when exceeding speed limits, and restricting video playback while driving.

[0004] The aforementioned existing technologies are only suitable for conventional driving scenarios with simple structures and fixed states. Their control trigger dimensions are singular, and their control logic is rudimentary, only enabling basic screen switching and superficial audio-visual prompts. Currently, the industry has not yet formed a multi-source driving data system that can simultaneously cover the vehicle's driving process, nor has it developed a solution for adaptive split-screen adjustment based on real-time driving risks. This makes it difficult to adapt to complex and dynamically changing actual driving scenarios, resulting in significant shortcomings in safety control capabilities. Summary of the Invention

[0005] This invention provides a method and system for split-screen management of display screens based on driving risk classification. By saturating and normalizing multi-source data and fusion of multi-dimensional risk weighting, it achieves accurate driving risk classification and dynamically adjusts the split-screen layout accordingly, thereby improving driving safety and human-computer interaction experience.

[0006] Firstly, a method for split-screen management of displays based on driving risk classification is provided, including: Acquire multi-source driving data during the driving process; Normalization of multi-source driving data is performed based on a standardized saturation function; Calculate the driving risk values ​​for each dimension based on the normalized data; The driving risk values ​​from various dimensions are weighted and integrated to obtain a comprehensive driving risk value. The driving risk level is determined based on the comprehensive driving risk value. Based on the stated driving risk level, implement a split-screen layout for the vehicle.

[0007] In some embodiments, the multi-source driving data includes vehicle bus information, environmental perception information, and driver monitoring information; The vehicle bus information includes vehicle speed, lateral acceleration, and yaw rate; The environmental perception data includes distance to the vehicle in front, environmental visibility, and road curvature; The driver monitoring data includes eyelid closure degree and head yaw angle.

[0008] In some embodiments, the standardized saturation function is shown in the following equation: ; In the formula, For standardized saturation functions; This is multi-source driving data.

[0009] In some embodiments, calculating the driving risk values ​​for each dimension based on the normalized data includes: The method for calculating the vehicle dynamic risk value based on the lateral acceleration and the yaw rate is shown in the following formula: ; In the formula, For vehicle dynamics risk values; It is lateral acceleration; This refers to the yaw rate; Ideal yaw rate; The method for calculating the collision approach risk value based on the vehicle speed and the distance to the preceding vehicle is shown in the following formula: ; In the formula, The collision is approaching the risk value; The collision time; Distance to the vehicle in front; For vehicle speed; The method for calculating the environmental road condition risk value based on the road curvature and the environmental visibility is shown in the following formula: ; In the formula, Environmental road condition risk value; For road curvature; For environmental visibility; The method for calculating the driver's state risk value based on the eyelid closure degree and the head deflection angle is shown in the following formula: ; In the formula, Driver status risk value; This refers to the head deflection angle; This represents the normalized percentage of eyelid closures.

[0010] In some embodiments, the method for weighted fusion of driving risk values ​​from various dimensions to obtain a comprehensive driving risk value is shown in the following formula: ; In the formula, To calculate the overall driving risk value; For vehicle dynamics risk values; The collision is approaching the risk value; Environmental road condition risk value; Driver status risk value; , , , These are the weighting coefficients.

[0011] In some embodiments, determining the driving risk level based on the comprehensive driving risk value includes: When the overall driving risk value is detected to be less than the first risk threshold, the driving risk level is determined to be low risk level. When the overall driving risk value is detected to be greater than or equal to the first risk threshold and less than the second risk threshold, the driving risk level is determined to be medium risk. If the overall driving risk value is greater than or equal to the second risk threshold, the driving risk level is judged to be high risk level.

[0012] In some embodiments, executing the vehicle split-screen layout according to the driving risk level includes: Under the aforementioned low-risk level, the horizontal split ratio of the vehicle's driver's screen area and passenger's screen area is set to a first preset ratio; Under the medium-risk level, the horizontal split ratio of the driver's screen area and the passenger's screen area is set to the second preset ratio; Under the aforementioned high-risk level, the horizontal split ratio of the vehicle's driver's screen area and passenger's screen area is set to the third preset ratio.

[0013] Wherein, the first preset ratio is less than the second preset ratio, which is less than the third preset ratio.

[0014] Secondly, a split-screen control system for displays based on driving risk classification is provided, including: The constraint module is used to set the power constraint range of the vehicle's generator unit and the power constraint range of the battery; The first search module is communicatively connected to the constraint module and is used to search within the power constraint range of the power generation unit based on a preset search step size to obtain the target power range of the power generation unit corresponding to the target efficiency. The second search module, communicatively connected to the first search module, is used to search within the target power range of the power generation unit based on a dynamic search step size to obtain the optimal power of the power generation unit; and, The optimal module, which is connected in communication with the second search module, is used to obtain the optimal battery power within the battery power constraint range based on the total power required by the vehicle and the optimal power of the power generation unit.

[0015] Thirdly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, characterized in that, when the computer program is executed by a processor, it implements the display screen split-screen management method based on driving risk classification as described above.

[0016] Fourthly, embodiments of the present invention provide an electronic device, including a storage medium, a processor, and a computer program stored in the storage medium and executable on the processor. When the processor runs the computer program, it implements the display screen split-screen control method based on driving risk classification as described above.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. By acquiring multi-source driving data and normalizing it using a standardized saturation function, the interference of abnormal extreme values ​​caused by sensor noise and signal jumps on the evaluation results can be effectively suppressed. Compared with traditional linear normalization, the saturation function smoothly maps the data within a reasonable range, avoiding excessive amplification or reduction of risk by local extreme data. This makes the subsequent calculated driving risk values ​​of each dimension closer to the real physical meaning, and the comprehensive risk value has stronger robustness and confidence.

[0018] 2. This invention first calculates the risk values ​​of each dimension independently from risk information from different sources and with different dimensions, and then performs weighted fusion, enabling risk assessment to distinguish the differences in importance of different factors. Based on this, the risk level is determined according to the comprehensive driving risk value, transforming continuous risk values ​​into quantifiable risk levels, providing a clear decision boundary for subsequent differentiated management and avoiding false alarms and missed alarms caused by relying solely on a single indicator or threshold.

[0019] 3. The vehicle's split-screen layout is dynamically adjusted based on the driving risk level, directly linking risk perception with information display. This adaptive interface control based on real-time risk achieves an intelligent balance between safety and user experience, solving the pain point of traditional fixed split-screens that cannot adapt to changes in driving status. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating a method for split-screen control of a display screen based on driving risk classification according to the present invention. Figure 2 This is a schematic diagram of a split-screen control system for a display screen based on driving risk classification according to the present invention. Detailed Implementation

[0021] Referring now to specific embodiments of the invention, examples of which are illustrated in the accompanying drawings. Although the invention will be described in conjunction with specific embodiments, it will be understood that it is not intended to limit the invention to the described embodiments. Rather, it is intended to cover variations, modifications, and equivalents included within the spirit and scope of the invention as defined by the appended claims. It should be noted that the method steps described herein can be implemented by any functional block or functional arrangement, and any functional block or functional arrangement can be implemented as a physical entity or a logical entity, or a combination of both.

[0022] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] Note: The examples described below are merely specific examples and are not intended to limit the embodiments of the present invention to the specific steps, values, conditions, data, order, etc. Those skilled in the art can utilize the concept of the present invention to construct more embodiments not mentioned herein by reading this specification.

[0024] Please see Figure 1 This invention provides a method for split-screen management of a display screen based on driving risk classification. The method includes: Step S100: Acquire multi-source driving data during the driving process; Specifically, the multi-source driving data includes vehicle bus information, environmental perception information, and driver monitoring information; The vehicle bus information includes vehicle speed, lateral acceleration, and yaw rate; The environmental perception data includes distance to the vehicle in front, environmental visibility, and road curvature; The driver monitoring data includes eyelid closure degree and head yaw angle.

[0025] Therefore, by collecting data synchronously from multiple dimensions, it is possible to fully cover the three driving elements: vehicle operation, road environment, and driver status, thus solving the problems of single data collection dimensions and incomplete scene perception in traditional technologies.

[0026] Step S200: Normalize the multi-source driving data based on the standardized saturation function; Specifically, the standardized saturation function is shown in the following equation: ; In the formula, For standardized saturation functions; This is multi-source driving data.

[0027] By uniformly mapping all collected multi-source data to the [0,1] risk interval, that is, by using the standardized saturation function sat(x)=min(max(x,0),1) to complete the data normalization process, the calculation problem of inconsistent dimensions of different parameters is avoided.

[0028] Step S300: Based on the normalized data, calculate the driving risk values ​​for each dimension, including: The method for calculating the vehicle dynamic risk value based on the lateral acceleration and the yaw rate is shown in the following formula: ; In the formula, For vehicle dynamics risk values; It is lateral acceleration; This refers to the yaw rate; The ideal yaw rate is used to measure whether the actual steering posture of the vehicle deviates from the smooth steering state. The greater the difference between the two, the higher the risk of the vehicle fishtailing and instability. This vehicle dynamics risk value is used to accurately characterize the real-time handling stability of a vehicle.

[0029] The method for calculating the collision approach risk value based on the vehicle speed and the distance to the preceding vehicle is shown in the following formula: ; In the formula, The collision is approaching the risk value; For the collision time, , The longitudinal relative speed between this vehicle and the vehicle in front; Distance to the vehicle in front; The vehicle speed.

[0030] This collision proximity risk value is used to quantify the risk level of a rear-end collision with the vehicle in front.

[0031] The method for calculating the environmental road condition risk value based on the road curvature and the environmental visibility is shown in the following formula: ; In the formula, Environmental road condition risk value; For road curvature; For environmental visibility; This environmental road condition risk value is used to adapt to the road condition risks caused by changes in road curvature and environmental visibility.

[0032] The method for calculating the driver's state risk value based on the eyelid closure degree and the head deflection angle is shown in the following formula: ; In the formula, Driver status risk value; This refers to the head deflection angle; To normalize the percentage of eyelid closure, the degree of eyelid closure was... PERCLOS Numerical compression is mapped to a fixed range (usually [0,1]). The closer the value is to 1, the higher the percentage of closed eyes and the deeper the driver's drowsiness.

[0033] This driver state risk value is used to quantify the driving risk corresponding to driver fatigue and distraction.

[0034] Step S400, the method for weighted fusion of driving risk values ​​from various dimensions to obtain a comprehensive driving risk value is shown in the following formula: ; In the formula, To calculate the overall driving risk value; For vehicle dynamics risk values; The collision is approaching the risk value; Environmental road condition risk value; Driver status risk value; , , , These are the weighting coefficients.

[0035] The preferred weighting ratio of this invention satisfies w 2 >w 1 >w 4 >w The priority relationship of 3, specifically the preferred value range is as follows: the weight coefficient w2 corresponding to the collision approach risk value is 0.35~0.45, the weight coefficient w1 corresponding to the vehicle dynamics risk value is 0.25~0.30, the weight coefficient w4 corresponding to the driver state risk value is 0.15~0.20, and the weight coefficient w3 corresponding to the environmental road condition risk value is 0.10~0.15, which fully reflects the safety weight priority of actual driving scenarios.

[0036] Step S500: Determine the driving risk level based on the comprehensive driving risk value, including: When the overall driving risk value is detected to be less than the first risk threshold (which can be set to 0.35), the driving risk level is determined to be low risk level. When the overall driving risk value is detected to be greater than or equal to the first risk threshold and less than the second risk threshold (which can be set to 0.65), the driving risk level is determined to be medium risk. If the overall driving risk value is greater than or equal to the second risk threshold, the driving risk level is judged to be high risk level.

[0037] Step S600: Based on the driving risk level, execute the vehicle split-screen layout, including: Under the aforementioned low-risk level, the horizontal split ratio of the vehicle's driver's screen area and passenger's screen area is set to a first preset ratio; Under the medium-risk level, the horizontal split ratio of the driver's screen area and the passenger's screen area is set to the second preset ratio; Under the aforementioned high-risk level, the horizontal split ratio of the vehicle's driver's screen area and passenger's screen area is set to the third preset ratio.

[0038] Wherein, the first preset ratio is less than the second preset ratio, which is less than the third preset ratio.

[0039] Specifically, in this embodiment of the invention, under low-risk conditions, a 4:6 split-screen ratio for the driver and passenger is adopted, and all categories of display content and full-area touch control permissions are enabled; At the medium-risk level, the screen ratio is adjusted to 6:4 for the driver and passenger. The driver's screen retains only core safety and navigation content, automatically folds entertainment cards, and reduces the brightness of the passenger screen by 30% while restricting touch permissions in non-safe areas of the driver's screen. At high-risk levels, switch to a 9:1 driver-passenger narrow aspect ratio layout or a full-screen safety layout. The interface only displays safety warning information, the passenger side is muted and the screen is black, and the driver side only retains emergency confirmation button permissions to maximize driving safety.

[0040] Based on the above-described solution of the present invention, the specific implementation process of the present invention will be described in detail below, taking into account three typical operating conditions: normal vehicle cruising, driving in adverse environments, and emergency braking.

[0041] (1) Low-risk routine cruise conditions: The vehicle cruises smoothly at a speed of 60 km / h on a straight urban expressway. The weather is clear, the visibility is maintained above 200m, the following distance from the vehicle in front is sufficient, the driver is looking straight ahead, and there are no adverse conditions such as distraction or fatigue. The system collects real-time data and calculates the following: =0.1、 =0.05、 =0、 =0.05, the comprehensive risk value after combined weighting. =0.055, judged as low risk level. The system matches a 4:6 split-screen layout for the driver and passenger. The driver's area displays navigation routes and vehicle operating status information, while the passenger's area plays audio and video normally. The central control screen has full touch access, thus preserving the full driving and entertainment experience while ensuring basic driving safety.

[0042] (2) Medium-risk severe environmental conditions: During vehicle operation, a sudden rainstorm occurs, and the visibility rapidly decreases to 50m. At the same time, vehicles in adjacent lanes cut into the vehicle's path at close range. The vehicle does not engage in any aggressive maneuvers, and the driver is in a normal state. The system updates the collected data in real time and completes the calculation to obtain the environmental road condition risk. =0.67, Collision Approach Risk =0.55, the overall risk value exceeds the medium-risk threshold of 0.35, and the system is immediately upgraded to a medium-risk level and simultaneously implements adaptive control strategies. The screen split ratio is switched to 6:4, and various entertainment cards in the driver's area are automatically folded, retaining only navigation information and rain / fog road condition safety warnings. The brightness of the passenger's screen is reduced by 30% simultaneously. At the same time, the system blocks audio-visual entertainment touch operations in the driver's area, only allowing safety and navigation-related interaction permissions, effectively reducing visual and operational interference during driving.

[0043] (3) High-risk emergency braking condition: The vehicle in front suddenly brakes, and the collision time TTC of this vehicle is shortened to 1.5s, the risk of rear-end collision increases sharply, and the calculated collision approach risk is obtained. =1.0, Overall Risk Value =0.78, exceeding the 0.65 high-risk threshold, the system judged it to be a high-risk level. The system instantly triggered the highest level of safety control, the screen switched to a 9:1 extreme safety ratio or full-screen safety display mode, the interface only retained core safety information such as red collision warning and safe braking distance reminder, the passenger area was muted and the screen was blacked out, the driver only retained the emergency call confirmation button, all entertainment functions and unnecessary touch operations were blocked and locked by the system at the underlying level, focusing on driving safety to the maximum extent.

[0044] See also Figure 2 As shown in the figure, an embodiment of the present invention provides a display screen split-screen management system based on driving risk classification, comprising: The multi-source data acquisition module is used to acquire multi-source driving data during the driving process; The normalization module is communicatively connected to the multi-source data acquisition module and is used to normalize the multi-source driving data based on a standardized saturation function. The dimensional risk module is communicatively connected to the normalization module and is used to calculate the driving risk value of each dimension based on the normalized data. The comprehensive risk module is communicatively connected to the dimensional risk module and is used to weight and fuse the driving risk values ​​of each dimension to obtain a comprehensive driving risk value. A risk level determination module, communicatively connected to the comprehensive risk module, is used to determine the driving risk level based on the comprehensive driving risk value; and, The execution module is communicatively connected to the risk level determination module and is used to execute the vehicle split-screen layout according to the driving risk level.

[0045] Specifically, this embodiment corresponds one-to-one with the above method embodiments. The functions of each module have been described in detail in the corresponding method embodiments, so they will not be repeated here.

[0046] In summary, the beneficial effects of the present invention are as follows: 1. By acquiring multi-source driving data (such as vehicle dynamics, environmental perception, driver status, etc.) and normalizing it using a standardized saturation function, the interference of abnormal extreme values ​​caused by sensor noise, signal jumps, etc., on the evaluation results can be effectively suppressed. Compared with traditional linear normalization, the saturation function smoothly maps the data within a reasonable range, avoiding excessive amplification or reduction of risk by local extreme data. This makes the subsequent calculated driving risk values ​​of each dimension closer to the real physical meaning, and the comprehensive risk value has stronger robustness and confidence.

[0047] 2. This invention first calculates the risk values ​​of each dimension independently from risk information from different sources and with different dimensions, and then performs weighted fusion, enabling risk assessment to distinguish the differences in importance of different factors. Based on this, the risk level is determined according to the comprehensive driving risk value, transforming continuous risk values ​​into quantifiable risk levels, providing a clear decision boundary for subsequent differentiated management and avoiding false alarms and missed alarms caused by relying solely on a single indicator or threshold.

[0048] 3. The vehicle's split-screen layout is dynamically adjusted based on the driving risk level, directly linking risk perception with information display. This adaptive interface control based on real-time risk achieves an intelligent balance between safety and user experience, solving the pain point of traditional fixed split-screens that cannot adapt to changes in driving status.

[0049] Based on the same inventive concept, embodiments of this application also provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements all or part of the method steps of the above method.

[0050] The present invention can implement all or part of the processes in the above methods, or it can be accomplished by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content contained in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0051] Based on the same inventive concept, embodiments of this application also provide an electronic device, including a memory and a processor. The memory stores a computer program that runs on the processor. When the processor executes the computer program, it implements all or part of the method steps described above.

[0052] The processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor. The processor is the control center of the computer device, connecting all parts of the computer device through various interfaces and lines.

[0053] Memory can be used to store computer programs and / or modules. The processor performs various functions of the computer device by running or executing the computer programs and / or modules stored in the memory, and by accessing data stored in the memory. Memory can primarily include a program storage area and a data storage area. The program storage area can store the operating system and application programs required for at least one function (e.g., sound playback, image playback, etc.); the data storage area can store data created based on mobile usage (e.g., audio data, video data, etc.). Furthermore, memory can include high-speed random access memory, and can also include non-volatile memory, such as hard disks, RAM, plug-in hard disks, smart media cards (SMC), secure digital cards (SD cards), flash cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0054] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, servers, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0055] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), servers, and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0056] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0057] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0058] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for split-screen control of a display screen based on driving risk classification, characterized in that, include: Acquire multi-source driving data during the driving process; Normalization of multi-source driving data is performed based on a standardized saturation function; Calculate the driving risk values ​​for each dimension based on the normalized data; The driving risk values ​​from various dimensions are weighted and integrated to obtain a comprehensive driving risk value. The driving risk level is determined based on the comprehensive driving risk value. Based on the stated driving risk level, implement a split-screen layout for the vehicle.

2. The display screen split-screen control method based on driving risk classification as described in claim 1, characterized in that, The multi-source driving data includes vehicle bus information, environmental perception information, and driver monitoring information. The vehicle bus information includes vehicle speed, lateral acceleration, and yaw rate; The environmental perception data includes distance to the vehicle in front, environmental visibility, and road curvature; The driver monitoring data includes eyelid closure degree and head yaw angle.

3. The display screen split-screen control method based on driving risk classification as described in claim 1, characterized in that, The standardized saturation function is shown in the following equation: ； In the formula, For standardized saturation functions; This is multi-source driving data.

4. The display screen split-screen control method based on driving risk classification as described in claim 2, characterized in that, The calculation of driving risk values ​​for each dimension based on the normalized data includes: The method for calculating the vehicle dynamic risk value based on the lateral acceleration and the yaw rate is shown in the following formula: ； In the formula, For vehicle dynamics risk values; It is lateral acceleration; This refers to the yaw rate; Ideal yaw rate; The method for calculating the collision approach risk value based on the vehicle speed and the distance to the preceding vehicle is shown in the following formula: ； In the formula, The collision is approaching the risk value; The collision time; Distance to the vehicle in front; For vehicle speed; The method for calculating the environmental road condition risk value based on the road curvature and the environmental visibility is shown in the following formula: ； In the formula, Environmental road condition risk value; For road curvature; For environmental visibility; The method for calculating the driver's state risk value based on the eyelid closure degree and the head deflection angle is shown in the following formula: ； In the formula, Driver status risk value; This refers to the head deflection angle; This represents the normalized percentage of eyelid closures.

5. The display screen split-screen control method based on driving risk classification as described in claim 4, characterized in that, The method for weighted fusion of driving risk values ​​from various dimensions to obtain a comprehensive driving risk value is shown in the following formula: ； In the formula, To calculate the overall driving risk value; For vehicle dynamics risk values; The collision is approaching the risk value; Environmental road condition risk value; Driver status risk value; , , , These are the weighting coefficients.

6. The display screen split-screen control method based on driving risk classification as described in claim 1, characterized in that, The determination of the driving risk level based on the comprehensive driving risk value includes: When the overall driving risk value is detected to be less than the first risk threshold, the driving risk level is determined to be low risk level. When the overall driving risk value is detected to be greater than or equal to the first risk threshold and less than the second risk threshold, the driving risk level is determined to be medium risk. If the overall driving risk value is greater than or equal to the second risk threshold, the driving risk level is judged to be high risk level.

7. The display screen split-screen control method based on driving risk classification as described in claim 6, characterized in that, The step of implementing a split-screen layout for the vehicle based on the driving risk level includes: Under the aforementioned low-risk level, the horizontal split ratio of the vehicle's driver's screen area and passenger's screen area is set to a first preset ratio; Under the medium-risk level, the horizontal split ratio of the driver's screen area and the passenger's screen area is set to the second preset ratio; Under the aforementioned high-risk level, the horizontal split ratio of the vehicle's driver's screen area and passenger's screen area is set to the third preset ratio. Wherein, the first preset ratio is less than the second preset ratio, which is less than the third preset ratio.

8. A split-screen control system for displays based on driving risk classification, characterized in that, include: The multi-source data acquisition module is used to acquire multi-source driving data during the driving process; The normalization module is communicatively connected to the multi-source data acquisition module and is used to normalize the multi-source driving data based on a standardized saturation function. The dimensional risk module is communicatively connected to the normalization module and is used to calculate the driving risk value of each dimension based on the normalized data. The comprehensive risk module is communicatively connected to the dimensional risk module and is used to weight and fuse the driving risk values ​​of each dimension to obtain a comprehensive driving risk value. The risk level determination module is communicatively connected to the comprehensive risk module and is used to determine the driving risk level based on the comprehensive driving risk value. as well as, The execution module is communicatively connected to the risk level determination module and is used to execute the vehicle split-screen layout according to the driving risk level.

9. 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 display screen split-screen management method based on driving risk classification as described in any one of claims 1 to 7.

10. An electronic device comprising a storage medium, a processor, and a computer program stored in the storage medium and executable on the processor, characterized in that, When the processor runs the computer program, it implements the display screen split-screen management method based on driving risk classification as described in any one of claims 1 to 7.

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