Interaction information control method, program product and device for navigation-assisted driving

Abstract

The application discloses an interactive information control method, program product and device for navigation assisted driving, wherein the method comprises the following steps: taking an interactive context formed by a navigation assisted driving operation stage, a current driving scene and a user interactive behavior as a control basis, collecting candidate interactive information generated by each functional module, and determining a corresponding information type according to an information interactive function; establishing a priority mapping relationship between the interactive context and the information type according to a preset information priority arbitration condition, dynamically determining a display order of each candidate interactive information, selecting target interactive information from the candidate interactive information, and generating an interface display control instruction; and performing display suppression on other candidate interactive information that has a display level, a display area or a display time conflict with the target interactive information, so as to avoid interface competition caused by concurrent output of multiple source information. Therefore, unified arbitration, dynamic scheduling and orderly presentation of interactive information in the whole process of navigation assisted driving are realized.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to an interactive information control method, program product and device for navigation-assisted driving. Background Technology

[0002] With the development of L2+ and higher levels of autonomous driving technology, navigation-assisted driving has gradually become one of the important functions of intelligent mobile devices. During navigation-assisted driving, the mobile device needs to continuously transmit information such as navigation guidance, assisted driving status, road environment prompts, and human-machine interaction feedback to the driver through the intelligent cockpit. The presentation of this information directly affects the driver's understanding of the mobile device's operating status and is also related to the user's operating experience and safety perception during assisted driving.

[0003] Currently, navigation-assisted driving interaction systems typically display information based on preset interface layouts or simple event triggering methods. When the vehicle is in the process of assisted driving, navigation information, status prompts, voice interaction feedback, and safety reminders may be generated separately by different functional modules and output to the in-vehicle display interface. Due to the lack of unified coordination in the display timing, display area, and prompt hierarchy of different types of information, problems such as overlapping interface content, unclear prompts, and scattered user focus are easily caused.

[0004] Furthermore, navigation-assisted driving functions dynamically change with road conditions, the status of the moving object, and user operations during actual operation. Relying solely on a fixed interface style or a single status prompt is insufficient to adapt to the information presentation needs of different driving scenarios. When the correspondence between interface feedback and the actual operating status of the moving object is not clear enough, drivers may find it difficult to understand the current working status of the assisted driving function in a timely and accurate manner, thereby affecting their trust in system prompts and response efficiency. Summary of the Invention

[0005] This application provides an interactive information control method, device, storage medium, and program product for navigation-assisted driving, which is used to solve at least one of the above-mentioned technical problems.

[0006] In a first aspect, embodiments of this application provide an interactive information control method for navigation-assisted driving, comprising: acquiring navigation-assisted driving state data, driving environment data, user interaction data, and a set of interactive information to be output for a target mobile body during navigation-assisted driving; the set of interactive information to be output includes at least one candidate interactive information to be presented through a human-machine interface; determining the current navigation-assisted driving operation stage based on the navigation-assisted driving state data, determining the current driving scenario based on the driving environment data, determining the current user interaction behavior based on the user interaction data, and forming a current interaction context by the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior; determining the information type of each candidate interactive information; the information type being a category attribute determined by the interaction function of the corresponding candidate interactive information; and controlling the information type according to a preset information... The system employs an information priority arbitration condition to determine the display priority of each candidate interaction information based on the current interaction context and the information type of each candidate interaction information. The information priority arbitration condition characterizes the display priority mapping relationship between the interaction context and the information type. Based on the display priority, a target interaction information is determined from the set of interaction information to be output, and an interface display control instruction corresponding to the target interaction information is generated. Based on the interface display control instruction, the human-computer interaction interface is controlled to display the target interaction information, and display suppression processing is performed on other candidate interaction information in the set of interaction information to be output, excluding the target interaction information. The display suppression processing is used to limit the other candidate interaction information from occupying display resources that conflict with the target interaction information; the display resources include at least one of display level, display area, or display timing.

[0007] Secondly, embodiments of this application provide a storage medium storing one or more programs including execution instructions, which can be read and executed by electronic devices (including but not limited to computers, servers, or network devices) to perform the steps of the method described in any of the above claims of this application.

[0008] Thirdly, a computer device is provided, comprising: at least one processor, and a memory communicatively connected to the at least one processor, wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the steps of the method described in any of the preceding claims of this application.

[0009] Fourthly, embodiments of this application also provide a computer program product, the computer program product including a computer program stored on a storage medium, the computer program including program instructions, which, when executed by a computer, cause the computer to perform the steps of any of the methods described above.

[0010] Fifthly, embodiments of this application also provide a mobile platform, including: a platform body; a human-computer interaction device disposed on the platform body; and a control system disposed on the platform body and communicatively connected to the human-computer interaction device; wherein the control system is configured to execute the steps of the method described in any of the above claims to control the human-computer interaction device to display interactive information.

[0011] The beneficial effects of the embodiments of this application are as follows: By integrating the navigation-assisted driving operation phase, the current driving scenario, and user interaction behavior to form an interaction context, and combining the information types of candidate interaction information to arbitrate the display priority, the target interaction information is selected and the occupation of conflicting display resources by other information is suppressed. This achieves dynamic coordination and unified control of multi-source interaction information, so that key prompts can be presented in a priority and clearly according to the actual driving situation, reducing the stacking of interface information and attention interference, and improving the driver's understanding and response efficiency of the assisted driving status and related prompts. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This diagram illustrates an example of an information display process in a navigation-assisted driving interaction system in the current related technologies. Figure 2 A flowchart illustrating an example of an interactive information control method for navigation-assisted driving according to an embodiment of this application is shown. Figure 3 A flowchart illustrating an example of the process for determining the priority of candidate interaction information display in a method according to an embodiment of this application is shown. Figure 4 A flowchart illustrating an example of the consistency verification process for assisted driving state feedback in a method according to an embodiment of this application is shown. Figure 5 A schematic diagram illustrating an example of cross-domain deployment and data flow of an interactive information control system according to an embodiment of this application is shown. Figure 6 This is a schematic diagram of the structure of an embodiment of the electronic device of this application. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0015] It should also be noted that, in this document, the terms "comprising" or "including" include not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0016] Figure 1 This diagram illustrates an example of an information display process in a navigation-assisted driving interaction system currently in the relevant technology. For example... Figure 1 As shown, after a user activates the navigation-assisted driving function, the in-vehicle display interface typically displays interactive elements such as navigation cards, voice command prompts, driving status icons, media information, or mobile device setting notifications, based on the output results of modules such as navigation, voice interaction, driving assistance status, and vehicle functions. This type of display can provide the driver with relatively rich driving assistance information to a certain extent, but its information organization method usually focuses more on the event triggering and interface output of each functional module.

[0017] In such interactive processes, different information sources are often displayed according to their respective triggering conditions. For example, the navigation module outputs steering, distance, or lane guidance information based on route planning, the voice interaction module outputs feedback based on user voice input, and the driving assistance module outputs status prompts such as active, pending, or unavailable based on the system's operating status. Due to the lack of a unified process connection between various types of information, users are prone to encountering relatively fragmented interaction links from activating navigation-assisted driving, receiving voice feedback, checking driving status, to manually taking over.

[0018] It should be noted that in intelligent driving cockpit scenarios, a driver's ability to focus on interface information is affected by factors such as road complexity, vehicle speed changes, system prompt frequency, and user behavior. For navigation-assisted driving functions, the key information to be highlighted on the interface differs depending on the scenario—whether the vehicle is in full-screen intelligent driving, voice interaction, or manual driving. However, current technologies still rely primarily on fixed display areas or conventional pop-up windows for prompts, making it difficult to adapt interface content promptly and systematically to changes in the scenario. Consequently, during scene transitions, issues such as insufficient continuity of prompts, unclear display hierarchy, or delayed interface recovery may occur.

[0019] Furthermore, current technologies typically rely on system status indicators, indicator icons, or single prompts to provide feedback on the status of navigation-assisted driving. While these methods can provide users with a general indication of the driving assistance function's operational status, the correspondence between different status information may not be intuitive when the vehicle's movement is complex, user intervention occurs temporarily, or the system status changes frequently. Additionally, if the cockpit interface presents the driving assistance status from only a single signal source, the driver may need to combine their own observation and operational experience to make a secondary judgment on the vehicle's current state, thus affecting their efficiency in understanding and trusting the system prompts.

[0020] It should be understood that the above description of the relevant technologies is intended only to help the public better understand the inventive spirit and motivation of this application, and is not intended to limit this application. Furthermore, the technical solutions described in the above-mentioned relevant technologies are not prior art, and may also be undisclosed technical solutions, such as those under research or in the laboratory stage.

[0021] The technical solutions in this application, including the collection, storage, use, processing, transmission, provision, and disclosure of users' personal information, comply with relevant laws and regulations and do not violate public order and good morals.

[0022] Figure 2 A flowchart illustrating an example of an interactive information control method for navigation-assisted driving according to an embodiment of this application is shown.

[0023] Regarding the executing entity of the method in the embodiments of this application, it can be any controller or processor with computing or processing capabilities. In some examples, the method in the embodiments of this application can be executed by a controller, processor, or computing platform with data processing capabilities and interface control capabilities, such as an in-vehicle controller or cockpit domain controller set in the target mobile body, or it can be executed collaboratively by multiple controllers. The target mobile body can be a vehicle equipped with navigation-assisted driving functions, or it can be other mobile platforms with path planning, assisted driving, and human-machine interaction capabilities. For ease of understanding and explanation, the following embodiments are mainly described using a vehicle as the target mobile body. However, it should be understood that this exemplary description does not constitute a limitation on the type of target mobile body or the application scope of this application.

[0024] The human-machine interface may include an instrument display interface, a central control display interface, a head-up display interface, or other display interfaces capable of presenting interactive information to the user. In some embodiments, multiple display interfaces may be provided by different display devices or integrated into the same human-machine interface device. The control system executing the method of this embodiment can be communicatively connected to a navigation module, a navigation-assisted driving module, an environmental perception module, a user interaction module, and an interface display module to acquire relevant data and control the display of interactive information.

[0025] During the navigation and assisted driving process of a vehicle, functional modules such as navigation, assisted driving, voice interaction, status prompts, and driving prompts may all generate interactive information that needs to be output to the user. For example, the system may simultaneously display route guidance information, assisted driving status information, user operation feedback information, and prompts related to the current driving process. If the above information is independently controlled and displayed by each functional module, problems such as display area competition, display hierarchy conflicts, or frequent information switching may easily occur. This embodiment unifies the arbitration and display control of multiple candidate interactive information in the current interaction context, so that the displayed content of the human-machine interface matches the current navigation and assisted driving process of the vehicle.

[0026] like Figure 2 As shown, in step S210, navigation-assisted driving status data, driving environment data, user interaction data, and a set of interaction information to be output are obtained for the target mobile body during the navigation-assisted driving process; the set of interaction information to be output includes at least one candidate interaction information to be presented through the human-machine interface.

[0027] The navigation-assisted driving status data characterizes the current operational status of the navigation-assisted driving function and can be generated by the navigation-assisted driving control module, navigation module, vehicle control module, or related controllers. This data reflects whether the navigation-assisted driving function is activated, whether operating conditions are met, whether the current control task has changed, and whether there are any operational states requiring user attention. The driving environment data characterizes the vehicle's current road environment, traffic conditions, and motion conditions and can be provided by the map module, positioning module, environmental perception module, or vehicle status acquisition module. User interaction data characterizes the user's actions regarding the navigation-assisted driving function, human-machine interface, or vehicle control process. It can also characterize user interaction intentions identified by the system, and its sources can include voice interaction devices, touch devices, vehicle control devices, button devices, or user status detection devices.

[0028] The set of interactive information to be output can be formed by the interactive information management module by summarizing the information currently requested to be displayed by each functional module. Each candidate interactive information may include information content and identification information related to that information content. The identification information may include, for example, information source, trigger time, valid status, interactive function, display request, recommended display area, or display duration conditions. The information content may be expressed as text, graphics, icons, animations, status indicators, or a combination of the above. After generating candidate interactive information, each functional module can first send the candidate interactive information to the unified interactive information management module, which will then make a unified display decision without directly occupying the display resources of the human-computer interaction interface.

[0029] In some implementations, navigation-assisted driving status data, driving environment data, user interaction data, and candidate interaction information may be generated by different modules at different data update frequencies. The control system can perform time-series correlation on the above data and candidate interaction information based on timestamps, data frame identifiers, or preset time windows, so that data participating in the control of the same interaction information correspond to the same or similar running time, thereby reducing the interaction context recognition deviation caused by asynchronous data updates.

[0030] For example, after a vehicle enters the navigation-assisted driving process, navigation-related modules can generate route guidance information, assisted driving-related modules can generate operational status prompts, and user interaction modules can generate operation feedback information after the user initiates an operation. All of the above information can be included as candidate interaction information in the set of interaction information to be output. This allows operational data and display requests from different functional modules to be aggregated into a unified processing chain, enabling multiple display requests to be identified and managed within the same data context, reducing the disorder in interface display caused by independent output from each module.

[0031] In step S220, the current navigation-assisted driving operation stage is determined based on the navigation-assisted driving status data, the current driving scenario is determined based on the driving environment data, the current user interaction behavior is determined based on the user interaction data, and the current interaction context is formed by the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior.

[0032] Here, the system can parse one or more status fields from the navigation-assisted driving status data and determine the current operating phase of the navigation-assisted driving function based on the combination relationships between these fields. The current navigation-assisted driving operating phase reflects the relative position of the navigation-assisted driving function within the continuous operating process, rather than simply indicating whether the function is on or off. Therefore, even if the navigation-assisted driving function remains on, the control system can still identify different operating phases based on changes in its current task and operating conditions.

[0033] For driving environment data, the control system can extract information such as road attributes, road traffic conditions, environmental perception results, and vehicle motion status, and determine the current driving scenario accordingly. The current driving scenario characterizes the conditions created by the road and traffic environment in which the vehicle is currently located for the operation of navigation-assisted driving and the display of interactive information. For user interaction data, the control system can identify whether the user is currently interacting with the system, the corresponding functional object of the interaction, and whether the interaction will affect the vehicle's control state, thereby determining the current user interaction behavior.

[0034] For example, during relatively stable navigation-assisted driving, the current interaction context can reflect the continuous need for route guidance and feedback on the assisted driving status; when the user initiates voice, touch, or other interactive input, the current interaction context can reflect that the user is waiting for corresponding operation feedback; when the road environment or the operation of the navigation-assisted driving changes, the current interaction context can reflect that the currently displayed content needs to adapt to the new driving situation. The above examples are only used to illustrate how the current interaction context is formed and do not limit the specific rules for dividing the operation stage, driving scenario, or user interaction behavior.

[0035] The system can encapsulate the current navigation-assisted driving operation phase, the current driving scenario, and the current user interaction behavior into a current interaction context. The current interaction context can be represented as a set of context data, with context fields representing the operation phase, driving scenario, and user interaction behavior. When any context field changes, the control system can update the current interaction context and re-execute subsequent interaction information control based on the updated context. This allows the interface display decisions to simultaneously consider the navigation-assisted driving operation process, the vehicle's environment, and the user's current operational intent, rather than relying solely on the trigger time of candidate interaction information or a single functional state.

[0036] In step S230, the information type of each candidate interaction information is determined; the information type is a category attribute determined by the interaction function of the corresponding candidate interaction information.

[0037] Here, each candidate interactive information can carry an interactive function identifier when it is generated. The interactive information management module can read this interactive function identifier and determine the information type of the corresponding candidate interactive information accordingly. The interactive function identifier is used to characterize the information transmission function undertaken by the candidate interactive information, such as providing navigation guidance to the user, providing feedback on user interaction results, indicating the operating status of navigation-assisted driving, or indicating risks and precautions related to the driving process. If the candidate interactive information does not carry a clear interactive function identifier, the control system can also identify its interactive function and determine the corresponding information type based on the information source module, triggering event, information content, display purpose, or display template of the candidate interactive information.

[0038] It should be noted that the information type of candidate interactive information is primarily determined by the interactive function it performs, rather than solely by the functional module that generates it. The same functional module may generate information with different interactive functions under different operating conditions, and different functional modules may also generate information with the same or similar interactive functions. By classifying information according to its interactive function, candidate interactive information from different sources but with the same display purpose can be incorporated into a unified information priority arbitration system.

[0039] For example, information related to route direction, driving distance, or travel area selection can be identified as navigation guidance information; information related to user input and corresponding processing results can be identified as interactive feedback information; information related to the current operation of navigation-assisted driving functions can be identified as assisted driving status information; and information related to driving risks, system operating boundaries, or user precautions can be identified as safety reminder information.

[0040] It should be understood that the information types described above are merely examples for illustrative purposes. In actual implementation, other information types can be set according to vehicle function configuration and interaction design requirements. This application is not limited to using a fixed number or name of information types. Therefore, candidate interactive information from different sources and with different forms of expression can be converted into category attributes that can be uniformly identified and compared by the interactive information control system. This allows the system to perform display control according to the interactive function undertaken by the candidate interactive information, rather than processing it solely according to the information source module or the order of triggering.

[0041] In step S240, the display priority of each candidate interaction information is determined based on the current interaction context and the information type of each candidate interaction information according to the preset information priority arbitration conditions; the information priority arbitration conditions are used to characterize the display priority mapping relationship between the interaction context and the information type.

[0042] For example, information priority arbitration conditions can be pre-configured in the interactive information control system, or provided by a mobile configuration file, platform interaction strategy, or parameter file. Information priority arbitration conditions can employ mapping tables, sets of conditional rules, priority matrices, strategy models, or other data structures capable of outputting priority results based on input conditions. By using information priority arbitration conditions, at least the current interaction context is associated with the information type of candidate interactive information, enabling the same information type to have different display priorities in different interaction contexts, and also ensuring that different information types have comparable display orders in the same interaction context.

[0043] When determining display priorities, the control system can read the information type of each candidate interactive information in the set of interactive information to be output, and input this information type along with the current interactive context into the information priority arbitration conditions to obtain the corresponding priority result. Display priorities can be represented by discrete priority levels, priority values ​​that can be compared, or sorting numbers or display order. It should be understood that any method that reflects the relative display order of each candidate interactive information in the current interactive context can be used to implement the scheme of this application.

[0044] For example, in the main interface of navigation-assisted driving, if the current candidate interactive information includes route guidance information, assisted driving status information, and general prompts, and the user has not initiated a new interactive operation, the information priority arbitration condition can give higher display priority to information directly related to the current driving task; if the user initiates a corresponding interactive input, the feedback information directly related to that interactive input can receive higher display priority in the current interactive context; if the current driving situation changes, the prompts directly related to that change can be adjusted to prioritized information. The above examples are used to illustrate that the current interactive context can affect the display priority of different information types, and do not limit specific priority values, scoring methods, weight settings, or sorting rules.

[0045] When changes occur in the current navigation-assisted driving phase, driving scenario, or user interaction, the control system can update the current interaction context and redetermine the display priority of each candidate interaction information. This allows the display order of candidate interaction information to dynamically change according to the actual vehicle operating situation, reducing the problem of a fixed display order being difficult to adapt to different navigation-assisted driving states.

[0046] In step S250, target interactive information is determined from the set of interactive information to be output according to the display priority, and interface display control instructions corresponding to the target interactive information are generated.

[0047] Before comparing display priorities, the system checks the validity of candidate interaction information in the set of interaction information to be output, based on the validity status, trigger time, and display duration conditions of the candidate interaction information. If a candidate interaction information has expired, the corresponding event has ended, it has been confirmed by the user, or it no longer meets the current output conditions, it can be excluded from the arbitration scope. Subsequently, the control system compares the display priorities of each candidate interaction information that is in a valid state and determines the candidate interaction information with the highest display priority, which should occupy the corresponding display resources first, as the target interaction information.

[0048] Other candidate interactive information besides the target interactive information is not necessarily stopped from being displayed. If there is no display resource conflict between other candidate interactive information and the target interactive information, they can continue to be displayed in a way that does not affect the presentation of the target interactive information, according to their own display needs and interface layout requirements. However, the target interactive information has priority in using the corresponding display resources during this arbitration cycle.

[0049] The interface display control instructions may include a content identifier for the target interactive information and one or more display parameters for controlling its display. These display parameters may indicate the human-computer interaction interface used by the target interactive information, the display area, display level, display timing, display style, display duration, refresh method, and display termination condition. The interface display control instructions may also instruct the target interactive information to be presented using icons, text, cards, animations, status indicators, or a combination of these forms. For different types of human-computer interaction interfaces, the control system can generate interface display control instructions adapted to the layout constraints and display capabilities of the corresponding display terminal.

[0050] For example, when a user initiates an operation during navigation-assisted driving, if the feedback information corresponding to that operation has a high display priority in the current interaction context, this feedback information can be identified as the target interaction information, and interface display control instructions can be generated to control the display of this feedback information in the corresponding display area and display level. Similarly, when the navigation-assisted driving status changes, if the corresponding status prompt is identified as the target interaction information, the interface display control instructions can control one or more display interfaces to display in a manner matching the nature of the status prompt. In this way, the arbitration result of display priority can be converted into specific display control content that the human-machine interface can execute, ensuring that the arbitrated target interaction information is output according to the specified display position, display level, and display timing.

[0051] In step S260, the human-computer interaction interface is controlled to display the target interaction information based on the interface display control command, and display suppression processing is performed on other candidate interaction information in the set of interaction information to be output, excluding the target interaction information. The display suppression processing is used to limit the other candidate interaction information from occupying display resources that conflict with the target interaction information. The display resources include at least one of display level, display area, or display timing.

[0052] Specifically, after receiving the interface display control command, the display control module of the human-computer interaction interface can obtain the content and display parameters of the target interactive information, and complete the rendering of the target interactive information on the corresponding display terminal or display area. During the display of the target interactive information, the interactive information management module can obtain the display resource requirements of other candidate interactive information and determine whether the corresponding display resource requirements will affect the complete display, stable display, or effective recognition of the target interactive information.

[0053] Display resource conflicts can manifest as other candidate interactive information needing to occupy the same or overlapping display area as the target interactive information, needing to be at the same display level, needing to be simultaneously displayed on top, or needing to use the same interface resources within the same display period. When other candidate interactive information does not occupy display resources that conflict with the target interactive information, it can continue to be presented according to its own display requirements; when there is a display resource conflict between other candidate interactive information and the target interactive information, display suppression processing is performed on the other candidate interactive information.

[0054] It should be noted that the purpose of display suppression is not necessarily to delete other candidate interactive information, but rather to limit their use of display resources that might affect the presentation of the target interactive information within the current display cycle. Display suppression can include methods such as delaying display, lowering the display level, adjusting to a non-conflicting display area, shortening the display duration, pausing output, entering a pending state, or canceling output within the current display cycle. For example, when the target interactive information needs to be highlighted in a certain display area, other candidate interactive information can be restricted from being displayed simultaneously in the same area; when the target interactive information needs to be at a higher display level, other candidate interactive information can be restricted from covering the target interactive information; when the target interactive information needs to be presented continuously within a specific time period, other candidate interactive information can be restricted from vying for the same display opportunity within that time period.

[0055] For example, during navigation-assisted driving, the set of interactive information to be output includes route guidance information, assisted driving status information, and user interaction feedback information. If the current interaction context indicates that the user has just initiated an interaction, the system can identify the corresponding user interaction feedback information as the target interaction information and control the human-machine interface to display that user interaction feedback information. For route guidance information, if it uses a different display area than the target interaction information, it can continue to be displayed in a non-conflicting manner; for other information that needs to occupy the same display area or the same display level, display suppression processing can be performed on it within the current display cycle. Thus, necessary navigation-assisted driving information display can be maintained while avoiding multiple candidate interaction information from obscuring or competing with each other on critical display resources.

[0056] After the target interactive information display ends, the display conditions of the target interactive information change, the current interactive context changes, or the triggering conditions of other candidate interactive information change, the control system can re-execute the interactive information control process based on the updated data. Candidate interactive information that was previously suppressed can re-participate in display priority arbitration while it is still valid and no longer conflicts with higher priority information in terms of display resources, instead of being permanently discarded.

[0057] Therefore, when multiple interactive information requests are requested to be output at the same time, the limited human-computer interaction interface resources can be coordinated in a unified manner, reducing the situation where information is repeatedly superimposed, obscured, or frequently competes for display level in the same display area, and enabling the target interactive information that is more in line with the current navigation-assisted driving scenario to obtain a clear and stable display effect.

[0058] Regarding the implementation details of determining the current navigation-assisted driving operation stage in the method of this application embodiment, in some examples of this application embodiment, at least one of the following is extracted from the navigation-assisted driving state data: navigation route validity state, navigation-assisted driving function activation state, system self-test state, traffic area marking recognition state, moving body speed state, user takeover ready state, moving body planned action state, system capability boundary state, takeover request state, and user takeover operation state.

[0059] Specifically, navigation-assisted driving status data can be provided by the navigation module, navigation-assisted driving control module, perception module, vehicle status acquisition module, and user operation detection module. The control system can correlate these status data based on timestamps or event identifiers and extract status fields representing whether the navigation task is effective, whether the navigation-assisted driving function has been activated, whether the system has the necessary operating conditions, whether the road area is identifiable, whether the target moving object's speed is appropriate, whether the user is ready to take over, whether the target moving object has planned a movement, whether the system is approaching its capability boundary, whether a takeover request has been generated, and whether the user has executed a takeover operation. By uniformly extracting these status fields, the judgment of the operation phase can simultaneously reflect the navigation task, function operating conditions, road recognition status, planned movements, and user control status, reducing the identification bias caused by judging the navigation-assisted driving operation phase based solely on a single function switch.

[0060] In some examples, when the judgment conditions for two or more navigation-assisted driving (NAD) operation phases are met simultaneously, the control system can determine a unique current NAD operation phase from the corresponding operation phases according to a preset phase priority order. For example, the judgment priority of the takeover phase can be higher than that of the warning phase, the judgment priority of the warning phase can be higher than that of the lane change and overtaking phase, and the judgment priority of the lane change and overtaking phase can be higher than that of the driving phase and the initialization phase, so as to prioritize reflecting changes in control of the target moving body, traffic risks, or special planned actions. It should be understood that the above phase priority order is only an example and can be adjusted according to the configuration and operational requirements of the NAD function.

[0061] If the navigation-assisted driving function activation state indicates that the navigation-assisted driving function has been activated, but at least one of the navigation route validity state, the system self-test state, the traffic area marking recognition state, the moving body speed state, and the user takeover ready state has not yet met the navigation-assisted driving entry conditions, the current navigation-assisted driving operation stage is determined as the initialization stage.

[0062] Specifically, the initialization phase does not mean that the user has not yet activated the navigation-assisted driving function, but rather that the navigation-assisted driving function has been activated or has entered the startup process, but has not yet met all the conditions for stably executing navigation-assisted driving tasks. For example, after the user activates the navigation-assisted driving function in the navigation interface, if the navigation route has not yet been effectively matched, the system self-check is still in progress, the traffic area markings have not been stably identified, the speed of the target moving object is not within the allowable operating range, or the user's takeover readiness status does not meet the requirements, the control system can maintain the current navigation-assisted driving operation phase as the initialization phase and continuously monitor the satisfaction of the corresponding entry conditions. This avoids misjudging the target moving object as already in formal operation when the navigation-assisted driving entry conditions are not yet met, improving the consistency between the initialization phase determination and the actual functional readiness status.

[0063] If the navigation route validity status, the navigation-assisted driving function activation status, the system self-test status, the traffic area marking recognition status, the moving body speed status, and the user takeover ready status all meet the navigation-assisted driving entry conditions, and no lane change event, overtaking event, warning event, or takeover event is triggered, the current navigation-assisted driving operation stage is determined as the driving stage.

[0064] Specifically, the driving phase characterizes a target moving body that has met the operational conditions for navigation-assisted driving and is in a relatively stable path-following or assisted driving process. At this time, the navigation route is valid, the navigation-assisted driving function is active, the system self-check results meet operational requirements, the lane marking recognition results in the traffic area support assisted driving control, the moving body speed meets the corresponding operational conditions, and the user is in a ready-to-take over state. Simultaneously, the control system does not detect events such as lane changes, overtaking, warnings, or takeovers that would alter the current operational process. Therefore, the conventional navigation-assisted driving process can be distinguished from the function preparation process, the planned action execution process, the risk state, and the takeover process, improving the stability and clarity of the driving phase judgment results.

[0065] When the conditions for entering the navigation-assisted driving are met, and the planned action state of the mobile body indicates a need for navigation lane change, exiting a ramp, assisted lane change command, or automatic overtaking, the current navigation-assisted driving operation phase is determined as the lane change and overtaking phase.

[0066] Specifically, once the target moving body has met the entry conditions for navigation-assisted driving, if the navigation planning or assisted driving control process indicates that the target moving body needs to change its current travel area—for example, due to navigation route requirements, need to adjust driving direction due to exiting a ramp, user-triggered assisted lane change command, or automatic overtaking demand due to changes in the traffic conditions ahead—the control system can switch the current navigation-assisted driving operation phase from the driving phase to the lane change and overtaking phase. Here, the lane change and overtaking phase is used to characterize a planned action that the target moving body has already generated or is currently executing, without specifying the specific trajectory generation method, vehicle control algorithm, or lane change safety verification process in this embodiment. Therefore, the operation process with travel area adjustment characteristics can be independently identified from the normal driving process, improving the targeting accuracy of the navigation-assisted driving planned action status identification.

[0067] When the navigation-assisted driving status data indicates that the target moving body is approaching the system capability boundary, there is a risk of passage, or a user response is required, the current navigation-assisted driving operation stage is determined as a warning stage.

[0068] Specifically, the warning phase corresponds to situations during navigation-assisted driving operation where the user needs to increase attention or respond. Examples include a moving target about to enter an area where navigation-assisted driving capabilities are limited, perceived or map data indicating an abnormal traffic environment ahead, or the navigation-assisted driving system requesting the user to confirm the current operating status or prepare to take over. The control system can determine whether the current operation is no longer suitable for representation as a driving phase or lane-changing / overtaking phase based on the system's capability boundary status, takeover request status, and traffic risk-related status. For example, the warning phase can also include situations where the driver monitoring system detects that the driver has exceeded the time limit for hands-free driving, is distracted, or fatigued, or where the system's computing power or sensor performance has declined and cannot meet the requirements of navigation-assisted driving operation. The determination of the warning phase does not necessarily require the navigation-assisted driving function to have exited; it can be determined as a warning phase when the navigation-assisted driving function is still operating but capability boundaries, traffic risks, or user response needs have been identified. This allows for timely reflection of the capability constraints of the navigation-assisted driving function, road traffic risks, and user response needs, improving the timeliness of warning phase identification.

[0069] When the user takeover operation status indicates that the user has performed a valid takeover operation, or when the navigation-assisted driving status data indicates that the navigation-assisted driving function has been deactivated, the current navigation-assisted driving operation phase is determined as the takeover phase.

[0070] Specifically, the takeover phase indicates a change in control of the target moving body or the status of the navigation-assisted driving function. User takeover operations can originate from steering wheel operation, pedal operation, active disengagement, or other operational signals that alter the control state of the target moving body. Navigation-assisted driving function disengagement can include user-initiated shutdown, system-initiated disengagement based on operating conditions, or disengagement due to the function's operating conditions no longer being met. A valid takeover operation is a user action whose magnitude, duration, or control action meets preset takeover judgment conditions to reduce misjudgments caused by accidental touches or operations that do not actually change the control state. When a user has performed a valid takeover operation or the navigation-assisted driving function has disengaged, the control system designates the current navigation-assisted driving operation phase as the takeover phase, rather than maintaining it as a driving phase, lane-changing / overtaking phase, or warning phase. For example, after the takeover phase, if the driver returns to a takeover-ready state, the road environment returns to conditions supporting navigation-assisted driving operation, the navigation-assisted driving function is reactivated, and the system verification passes, the control system can re-designate the current navigation-assisted driving operation phase as a driving phase. This allows for timely reflection of changes in the ownership of control of the target moving body and the status of navigation-assisted driving functions during the operation phase, reducing the possibility of discrepancies between the identification results and the actual control status during the takeover phase.

[0071] In some examples, once the target moving body completes the lane change or overtaking maneuver, if the target moving body has completely entered the target passage area, the passage area remains stable, the lane change trajectory has been executed, and there is no need for subsequent continuous lane changes, the system can switch the current navigation-assisted driving operation phase from the lane change and overtaking phase back to the driving phase.

[0072] This application's embodiments differentiate between the initialization phase, driving phase, lane-changing / overtaking phase, warning phase, and takeover phase in the navigation-assisted driving process based on navigation task status, function activation status, system self-test results, traffic area identification results, moving body speed conditions, user takeover preparation status, moving body planned actions, system capability boundaries, takeover requests, and user takeover operations. Therefore, instead of relying on a single state signal, it comprehensively judges based on navigation-assisted driving function conditions, road perception status, planned actions, risk status, and changes in control, thereby improving the matching degree between the current navigation-assisted driving operation phase and the actual operation of the target moving body, and ensuring that the operation phase information in the current interaction context accurately represents the actual operation state of the navigation-assisted driving function.

[0073] Regarding the implementation details of determining the current driving scenario based on driving environment data in the method of this application embodiment, in some examples of this application embodiment, the driving environment data is used to determine the traffic area type, the driving speed of the target moving body, and the traffic area marking recognition status of the traffic area.

[0074] Specifically, the driving environment data can be provided by a map module, a positioning module, an environmental perception module, a traffic status acquisition module, and a vehicle status acquisition module. The control system can extract data from these modules to characterize the attributes of the current travel area of ​​the target mobile vehicle, its current speed, and whether the travel area markings can be stably identified. The travel area type can be used to distinguish between highways, expressways, urban roads, or other road areas accessible to the target mobile vehicle; the mobile vehicle speed can be used to determine whether the current speed is suitable for the corresponding navigation-assisted driving scenario; and the travel area marking recognition status can be used to characterize whether the travel area boundaries, lane lines, or other markings used for assisted driving positioning and path maintenance meet the requirements of navigation-assisted driving operation. By extracting the above-mentioned environmental data, the determination of the driving scenario can simultaneously reflect road attributes, the mobile vehicle's motion state, and the identifiability of the travel area, reducing the bias caused by judging the driving scenario based solely on the road type.

[0075] In some examples, when the criteria for judging two or more driving scenarios are met simultaneously, the control system can determine a unique current driving scenario according to a preset scenario judgment order. For example, it can first determine whether the driving environment data indicates the presence of a construction area, congestion, missing lane markings, or an abnormal environment in the traffic area; if a complex road condition driving scenario is not determined, then the expressway driving scenario or urban road driving scenario is determined based on the traffic area type, the speed of the moving object, and the recognition status of the traffic area markings. It should be understood that the above scenario judgment order is only an example and can be adjusted according to the configuration of navigation-assisted driving functions, traffic area management rules, and the operating requirements of the target moving object. Therefore, a clear driving scenario identification result can be obtained when multiple environmental features appear simultaneously, reducing the possibility of non-unique driving scenario judgment.

[0076] If the driving environment data indicates the presence of construction areas, congestion, missing road markings, or abnormal driving environment, the current driving scenario will be classified as a complex road condition driving scenario.

[0077] Specifically, the complex road condition driving scenario is used to characterize the environmental factors in the current traffic environment of the target moving body that affect the stable operation of navigation-assisted driving. The construction area can be characterized by map data, road event information, or environmental perception results; the congestion state can be characterized by traffic state data, changes in the speed of the target moving body, or the density of surrounding targets; the missing lane markings in the traffic area can be characterized by the recognition results of the traffic area boundary or lane lines by the perception module; the abnormal traffic area environment can include changes in road structure, changes in temporary traffic organization, or unstable perception results. As long as the driving environment data indicates the existence of at least one of the above situations, the control system can determine the current driving scenario as a complex road condition driving scenario. Thus, complex environments that differ from regular road traffic conditions can be identified in a timely manner, improving the consistency between the determination of complex road condition driving scenarios and the actual traffic environment.

[0078] If the current driving scenario is not identified as a complex road condition driving scenario, the traffic area type indicates that the target moving body is on a highway or expressway, the moving body's speed meets the navigation-assisted driving operating speed conditions, and the traffic area marking recognition status meets the navigation-assisted driving operating requirements, then the current driving scenario is identified as an expressway driving scenario.

[0079] Specifically, the expressway driving scenario is used to characterize a target moving body in a high-speed or fast-moving area with a relatively well-defined road structure, relatively stable travel direction, and the ability to support navigation-assisted driving. When determining this scenario, the control system not only judges whether the traffic area type is a highway or expressway, but also considers whether the moving body's speed meets the navigation-assisted driving speed requirements, and whether the traffic area marking recognition status can support continuous recognition of the traffic area by the navigation-assisted driving system. If all the above conditions are met, and there is no situation that has already been identified as a complex road condition driving scenario, then the current driving scenario can be determined as an expressway driving scenario. This avoids directly determining an expressway driving scenario simply because the target moving body is located on a highway or expressway, improving the adaptability of expressway driving scenario determination to speed and marking recognition conditions.

[0080] If the current driving scenario is not determined to be a complex road condition driving scenario, the traffic area type indicates that the target moving body is on an urban road, and the moving body's speed is within a preset speed range corresponding to urban roads, then the current driving scenario is determined to be an urban road driving scenario.

[0081] Specifically, the urban road driving scenario is used to characterize the navigation-assisted driving situation of a target mobile object in an urban road environment. The control system can determine that the target mobile object is currently on an urban road based on map road attributes, positioning results, or road environment recognition results, and make a judgment based on whether the mobile object's speed is within the preset speed range corresponding to urban roads. If the current driving environment is not determined to be a complex road condition driving scenario, and the type of traffic area and the mobile object's speed both meet the judgment requirements of an urban road driving scenario, then the current driving scenario is determined to be an urban road driving scenario. This allows for the distinction between regular traffic conditions on urban roads and complex road conditions and expressway traffic conditions, improving the clarity of the urban road driving scenario recognition results.

[0082] Through the embodiments of this application, the system can distinguish between complex road condition driving scenarios, expressway driving scenarios, and urban road driving scenarios based on the type of traffic area, the speed of the moving vehicle, the recognition status of traffic area markings, and driving environment characteristics such as construction, congestion, missing markings, or abnormal environments. Therefore, the determination of the current driving scenario does not rely on a single road attribute, but rather combines road type, speed conditions, marking recognition status, and abnormal environmental conditions for a comprehensive judgment, thereby improving the matching degree between the current driving scenario and the actual traffic environment of the target moving vehicle.

[0083] Regarding the implementation details of determining the current user interaction behavior based on user interaction data in the method of this application embodiment, in some examples of this application embodiment, the user interaction data is type-identified to determine that the user interaction behavior type corresponding to the user interaction data is voice interaction behavior, touch interaction behavior, or takeover interaction behavior.

[0084] Specifically, the user interaction data can be provided by voice interaction devices, human-machine interfaces, vehicle control components, function switches, or user operation detection modules. The control system can identify the type of user interaction data based on the data source, input form, triggering object, and operation result. Voice interaction behavior represents a user initiating an interaction request to the navigation-assisted driving system or human-machine interface via voice; touch interaction behavior represents a user operating the interface via touch input or function selection; and takeover interaction behavior represents a user intervening in the navigation-assisted driving process through operations that change the control state of the target moving body. Thus, user input from different sources and in different forms can be converted into identifiable user interaction behavior types, improving the standardization of current user interaction behavior identification results.

[0085] If the user interaction data includes voice command data, the current user interaction behavior is determined to be a voice interaction behavior.

[0086] Specifically, voice command data can be generated by an in-vehicle voice interaction device, microphone array, or voice recognition module. This data can include voice control requests, query requests, or confirmation requests issued by the user regarding navigation-assisted driving functions, navigation tasks, or interface information. For example, when a user issues voice commands related to turning on, off, querying, confirming, or adjusting during navigation-assisted driving, the control system can determine the current user interaction as a voice interaction based on the voice recognition or semantic analysis results. This allows voice input to be separately distinguished in user interaction behavior recognition, reducing confusion between voice interaction requests and other operational inputs.

[0087] When the user interaction data includes touch input or function selection operations for the human-computer interaction interface, the current user interaction behavior is determined to be a touch interaction behavior.

[0088] Specifically, touch input can include clicks, swipes, confirmations, cancellations, or selections performed by the user on the central control display, instrument cluster, or other human-machine interfaces. Function selection operations can include users selecting navigation-assisted driving functions through interface controls, function menus, or soft switches. The control system can identify whether the user is currently interacting through the interface based on the location of the touch event, the functional attributes of the operated control, and the interface object corresponding to the operation event. This allows for the differentiation between interface-based input and voice input and control state intervention input, improving the accuracy of touch interaction behavior recognition.

[0089] If the user interaction data includes steering wheel operation, pedal operation, active exit operation, or other operations used to change the control state of the moving body, the current user interaction behavior is determined as a takeover interaction behavior.

[0090] Specifically, steering wheel operations can include the user applying steering input or steering control intent; pedal operations can include the user operating the accelerator or brake pedal; active exit operations can include the user exiting the navigation-assisted driving function via physical buttons, interface controls, or other exit points; other operations for changing the control state of a moving body can include user operations that change the ownership of control of the target moving body or the operating state of the navigation-assisted driving function. The control system can determine whether the current user interaction constitutes a takeover interaction based on whether the above operations affect the control state of the target moving body. This allows user operations involving changes in control state to be identified from general interactive inputs, improving the consistency between takeover interactions and the actual control intervention state.

[0091] When multiple user interaction behaviors are identified at the same time, the current user interaction behavior is determined according to a preset behavior priority order; the preset behavior priority order is used to give the priority of the takeover interaction behavior higher than the voice interaction behavior and the touch interaction behavior.

[0092] Specifically, during navigation-assisted driving, users may simultaneously generate voice input, interface operations, and control intervention actions within a short period. For example, a user might issue a voice command while simultaneously operating the steering wheel, or immediately exit the system after touching the interface. In this situation, the control system can determine a unique current user interaction behavior according to a preset priority order, prioritizing takeover interactions that can change the control state of the target moving body over voice and touch interactions. It should be understood that, without affecting the priority recognition of takeover interactions, the order between voice and touch interactions can be set according to the navigation-assisted driving function configuration and human-machine interaction design requirements. This allows for a clear user interaction behavior recognition result even when multiple user inputs occur concurrently, reducing the possibility of inconsistent judgments of current user interactions.

[0093] Through the embodiments of this application, the system can classify user interaction behaviors into voice interaction behaviors, touch interaction behaviors, and takeover interaction behaviors based on the data source, input form, operation object, and impact on the control state of the target moving body. When multiple user interaction behaviors occur simultaneously, the system determines the current user interaction behavior according to a preset priority order. Therefore, the determination of the current user interaction behavior does not rely on a single input channel, but rather combines the user's input method and the influence of the control state for identification, thereby improving the matching degree between the current user interaction behavior and the user's actual operational intent.

[0094] Regarding the implementation details of determining the information type of each candidate interaction information in the method of this application embodiment, in some examples of this application embodiment, the information source module and interaction function corresponding to each candidate interaction information are obtained.

[0095] Specifically, the candidate interaction information can carry an information source module identifier and an interaction function identifier during generation. The control system can determine whether the candidate interaction information is triggered by a navigation module, voice interaction module, navigation-assisted driving status module, safety prompt module, takeover prompt module, or other functional module based on the information source module identifier, and determine the specific interaction purpose that the candidate interaction information is used to convey to the user based on the interaction function identifier. The interaction function may include route prompts, distance prompts, traffic area selection prompts, steering guidance, voice command feedback, function status prompts, driving risk prompts, system capability boundary prompts, or driver takeover request prompts, etc. By simultaneously acquiring the information source module and the interaction function, it is possible to avoid classifying candidate interaction information solely according to the information source or solely according to the displayed content, thereby improving the consistency between the information type determination result and the actual interaction purpose of the candidate interaction information.

[0096] When the candidate interaction information is triggered by the navigation module, and the interaction function is used to prompt path, distance, passage area selection or turn guidance, the information type of the corresponding candidate interaction information is determined as navigation guidance type.

[0097] Specifically, the navigation module can generate corresponding candidate interaction information based on the navigation route, current location, target location, changes in the travel area, or turning points. For example, when there is a need to turn, select a travel area, or provide distance information related to the navigation route ahead, the candidate interaction information triggered by the navigation module can be used to prompt the user to continue driving along the current travel area, select a target travel area in advance, or complete the turn according to the navigation route. This allows candidate interaction information that plays a role in path guidance to be distinguished from other interaction information, improving the accuracy of navigation guidance information recognition.

[0098] When the candidate interaction information is triggered by the voice interaction module, and the interaction function is used to provide feedback on the voice command recognition result or command execution result, the information type of the corresponding candidate interaction information is determined to be the voice interaction feedback type.

[0099] Specifically, after receiving a user's voice command, the voice interaction module can recognize and parse the command, and generate candidate interaction information to provide feedback on the recognition result, execution status, or execution outcome. For example, after a user issues a voice command related to navigation-assisted driving functions, navigation tasks, or interface information, the system can generate feedback information indicating that the command has been recognized, is being executed, has been completed, or cannot be executed. Thus, candidate interaction information responding to user voice input can be separately identified as voice interaction feedback, reducing confusion between it and navigation guidance information or function status prompts.

[0100] When the candidate interaction information is triggered by the navigation-assisted driving status module, and the interaction function is used to indicate the activation, pending activation, unavailable or exit status of the navigation-assisted driving function, the information type of the corresponding candidate interaction information is determined to be the assisted driving status class.

[0101] Specifically, the navigation-assisted driving status module can generate candidate interaction information based on the operating status, preparation status, availability status, or exit status of the navigation-assisted driving function. This candidate interaction information primarily indicates to the user whether the navigation-assisted driving function is currently activated, waiting for operating conditions to be met, temporarily unavailable, or has exited, rather than primarily providing specific navigation routes or voice command feedback. Therefore, the candidate interaction information reflecting the status of the navigation-assisted driving function can be stably categorized into the assisted driving status class, improving the clarity of the function status information recognition results.

[0102] When the candidate interaction information is triggered by the safety prompt module or the takeover prompt module, and the interaction function is used to prompt driving risks, system capability boundaries, or driver takeover needs, the information type of the corresponding candidate interaction information is determined to be a safety prompt class.

[0103] Specifically, the safety alert module or takeover alert module can generate candidate interaction information when it detects road traffic risks, limitations in navigation-assisted driving capabilities, a moving target approaching the system's capability boundaries, or when driver response is required. The interactive function of this type of candidate interaction information is to prompt the user to pay attention to risks, limitations, or takeover needs in the current driving process, which differs from ordinary route prompts, voice feedback, or function status displays. Therefore, candidate interaction information related to driving risks, capability boundaries, and takeover needs can be categorized as safety alerts, improving the targeted identification of safety-related information types.

[0104] In some examples, if there is an inconsistency between the information source module and the interaction function of the candidate interactive information, the control system can use the interaction function as the primary criterion and verify it in conjunction with the information source module. For example, although a candidate interactive information is triggered by a navigation-related module, its actual interaction function is not path, distance, passage area selection, or turn guidance, but rather to indicate that the navigation-assisted driving function is unavailable. Therefore, it should not be determined as a navigation guidance type solely because it originates from a navigation-related module. It should be understood that the above classification method is only used to illustrate examples of information type determination in the embodiments of this application. In actual implementation, other information types can be set according to the functional configuration of the target moving body and the requirements for interactive information management. This can reduce misjudgments of information types caused by mechanically classifying them solely according to the source module.

[0105] Through the embodiments of this application, the system can combine the information source module and interactive function of candidate interactive information to classify candidate interactive information into navigation guidance, voice interaction feedback, assisted driving status, and safety prompts. Therefore, the information type of candidate interactive information no longer depends solely on the triggering module or the information presentation format, but rather matches the actual interactive function undertaken by the candidate interactive information, thereby improving the accuracy and consistency of the information type determination results.

[0106] Figure 3 A flowchart illustrating an example of the process for determining the display priority of candidate interactive information according to an embodiment of this application is provided. Here, the information priority arbitration conditions include the basic priority score corresponding to each information type, the operation phase scoring rule, the driving scenario scoring rule, the user interaction behavior scoring rule, and the weights corresponding to the phase matching score, scenario matching score, and behavior matching score, respectively.

[0107] Specifically, the basic priority score can be used to characterize the initial importance of different information types under normal circumstances. The operation phase scoring rules, driving scenario scoring rules, and user interaction behavior scoring rules can be used to evaluate the degree of matching between candidate interaction information and the current navigation-assisted driving operation phase, the current driving scenario, and the current user interaction behavior, respectively. Each weight can be pre-configured in the control system or set according to the functional configuration of the target moving body or the human-computer interaction design requirements. Thus, the display priority of candidate interaction information can simultaneously reflect the information type's own attributes and the degree of adaptation of the current interaction context to the information.

[0108] like Figure 3 As shown, in step S310, for each candidate interaction information, based on the matching relationship between the information type of the corresponding candidate interaction information and the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior, the stage matching score, scenario matching score, and behavior matching score are determined according to the operation stage scoring rule, the driving scenario scoring rule, and the user interaction behavior scoring rule, respectively.

[0109] Specifically, the system can read the information type of each candidate interaction information in the set of interaction information to be output, and determine whether the information type matches the vehicle operation process in the current navigation-assisted driving operation phase, whether it matches the traffic environment of the target moving body in the current driving scenario, and whether the information type of the corresponding candidate interaction information matches the current user interaction behavior. For example, when the interaction function of the candidate interaction information is directly related to the current operation phase, a higher phase matching score can be obtained according to the operation phase scoring rules; when the candidate interaction information is related to the road conditions or traffic status of the current driving scenario, a corresponding scenario matching score can be obtained according to the driving scenario scoring rules; when the candidate interaction information is used to provide feedback on the user's current input or respond to the user's current operation, a corresponding behavior matching score can be obtained according to the user interaction behavior scoring rules. Thus, the degree of matching between the candidate interaction information and the current interaction context can be converted into a score that can be used for calculation, improving the comparability of the evaluation results of the candidate interaction information.

[0110] In step S320, the stage matching score, the scene matching score, and the behavior matching score are weighted and summed according to their respective weights corresponding to the stage matching score, the scene matching score, and the behavior matching score. The weighted summation result is then added to the basic priority score corresponding to the information type to obtain the comprehensive priority score of the corresponding candidate interaction information.

[0111] Specifically, the system can first multiply the stage matching score, scene matching score, and behavior matching score by their corresponding weights, and then sum the products to obtain the context matching score of the candidate interaction information in the current interaction context. Subsequently, the context matching score is added to the basic priority score corresponding to the information type to obtain the comprehensive priority score of the candidate interaction information. The basic priority score, each matching score, and their weights can be represented by integers, floating-point numbers, numerical level mapping values, or other data forms that can participate in weighted calculations; the specific values ​​are not limited in this embodiment. Therefore, while retaining the basic importance of information types, the system can incorporate the influence of the operating stage, driving scenario, and user interaction behavior on display requirements, improving the adaptability of the comprehensive priority score to the current navigation-assisted driving scenario.

[0112] In a platform-calibrated example, the navigation-assisted driving operation stage, driving scenario, and user interaction behavior can be considered as three dimensions influencing the display priority of candidate interaction information, and a linear weighted method can be used to determine the context matching score. Specifically, the context matching score can be determined according to the following formula: Equation (1) in, Indicates the context matching score. This indicates the score for each phase of the navigation-assisted driving operation. This indicates the score for the driving scenario. This represents the score for user interaction behavior. The score for each navigation-assisted driving operation phase can be set as follows: initialization phase 2 points, driving phase 4 points, lane changing and overtaking phase 6 points, warning phase 10 points, and takeover phase 3 points. The score for each driving scenario can be set as follows: expressway driving scenario 5 points, urban road driving scenario 6 points, and complex road condition driving scenario 9 points. The score for user interaction behavior can be set as follows: no operation 1 point, touch interaction behavior 3 points, voice interaction behavior 8 points, and takeover interaction behavior 10 points. The above scores and weights are an example of platform calibration and do not limit the embodiments of this application to using the exact same values.

[0113] In some examples, each information type can also have a corresponding base priority score. Specifically, candidate interactive information for safety prompts can correspond to a base priority score of 15, candidate interactive information for assisted driving status can correspond to a base priority score of 10, candidate interactive information for voice interaction feedback can correspond to a base priority score of 8, and candidate interactive information for navigation guidance can correspond to a base priority score of 5. The system can be configured according to the following formula: Determine the comprehensive priority score of candidate interaction information; where, This indicates the overall priority score. Indicates the context matching score. This represents the basic priority score corresponding to the information type. Therefore, the comprehensive priority score reflects not only the importance of the information type itself, but also the impact of the current operational phase, driving scenario, and user interaction behavior on the display requirements of the candidate interactive information.

[0114] For example, in a highway driving scenario where the user triggers a voice command, if the current navigation-assisted driving phase is the driving phase, then it can be determined that... , , According to equation (1), we can obtain In this case, if the basic priority score of the candidate interaction information in the voice interaction feedback category is... Then its overall priority score is: If the basic priority score of the navigation guidance candidate interaction information is... Then its overall priority score is Therefore, in this example, voice interaction feedback candidate interaction information can have a higher display priority than navigation guidance candidate interaction information.

[0115] For example, in complex road driving scenarios where the current navigation-assisted driving is in the warning stage, if the current user interaction is inactive, it can be determined that... , , According to equation (1), we can obtain In this case, if the basic priority score of the candidate interactive information of the security prompt category is... Then its overall priority score is If the basic priority score of candidate interaction information for assisted driving status is... Then its overall priority score is Therefore, in this example, safety prompt candidate interaction information can have a higher display priority than assisted driving status candidate interaction information.

[0116] In step S330, the display priority of each candidate interaction information is determined based on the comprehensive priority score of each candidate interaction information.

[0117] Specifically, the control system can compare the comprehensive priority scores of each candidate interactive information in the set of output interactive information, and determine the display order of each candidate interactive information in the current processing cycle based on the score. Candidate interactive information with a higher comprehensive priority score can be determined to have a higher display priority, and candidate interactive information with a lower comprehensive priority score can be determined to have a lower display priority. The display priority can be represented as a sorting number, priority level, or other results that can characterize the relative display order. Thus, the priority display relationship of multiple candidate interactive information can be converted into a clear sorting result, improving the determinism of the display priority determination process.

[0118] In some examples, when the current navigation-assisted driving stage, the current driving scenario, or the current user interaction behavior changes, the control system can re-execute steps S310 to S330 based on the updated current interaction context to redetermine the comprehensive priority score and display priority of each candidate interaction information. For example, when the target moving object transitions from a normal driving process to a process with planned actions, or when the user changes from a state of inactivity to initiating voice or touch input, the stage matching score, scenario matching score, or behavior matching score corresponding to the same candidate interaction information can change accordingly. This allows the display priority of candidate interaction information to be updated with changes in the current interaction context, reducing the possibility of a mismatch between the fixed display order and the actual operating situation.

[0119] Through the embodiments of this application, the system can calculate the comprehensive priority score of each candidate interaction information based on the basic priority score of the information type and the matching score between the candidate interaction information and the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior, and determine the display priority accordingly. Therefore, the display order of candidate interaction information no longer depends solely on the information trigger time or a single information type, but rather on a comprehensive evaluation combining basic importance and the current interaction context, thereby improving the matching degree between the display priority result and the target moving body's current navigation-assisted driving process.

[0120] Regarding the implementation details of determining the target interactive information from the set of interactive information to be output in the method of this application embodiment, in some examples of this application embodiment, it is determined whether there are at least two candidate interactive information with the same highest display priority in the set of interactive information to be output.

[0121] Specifically, after determining the display priority of each candidate interaction information, the system compares the candidate interaction information in the set of interaction information to be output to identify whether there are two or more candidate interaction information that are both at the highest display priority. The same highest display priority can be the same priority level, the same sorting order, the same comprehensive priority score, or other results that can characterize a consistent highest display order. Therefore, it can identify situations where multiple candidate interaction information simultaneously qualify for priority display, reducing the possibility that the determination of the target interaction information is not unique.

[0122] If there are no at least two candidate interaction messages with the same highest display priority, the candidate interaction message with the highest display priority will be determined as the target interaction message.

[0123] Specifically, when only one candidate interaction has the highest display priority in the set of interaction information to be output, the control system can directly determine that candidate interaction as the target interaction without needing to perform a fallback order check. For example, in navigation-assisted driving, if the display priority of a certain candidate interaction is higher than that of other candidate interactions, then that candidate interaction can be used as the target interaction for current priority output. Thus, the target interaction can be quickly determined even when there are no ties for the highest priority, improving the clarity of the target interaction determination process.

[0124] When at least two candidate interaction information have the same highest display priority, the target interaction information is determined from the at least two candidate interaction information based on a preset fallback priority order; wherein, the preset fallback priority order is used to make the display priority of safety prompt candidate interaction information higher than that of assisted driving status candidate interaction information, make the display priority of assisted driving status candidate interaction information higher than that of voice interaction feedback candidate interaction information, and make the display priority of voice interaction feedback candidate interaction information higher than that of navigation guidance candidate interaction information.

[0125] Specifically, when two or more candidate interaction information messages have the same highest display priority, the control system can further read the information type of the corresponding candidate interaction information and compare them according to a preset fallback priority order. If the parallel candidate interaction information messages include both safety prompts and driver assistance status candidate interaction information messages, then the safety prompts candidate interaction information message is determined as the target interaction information message; if the parallel candidate interaction information messages do not include safety prompts but include driver assistance status and voice interaction feedback candidate interaction information messages, then the driver assistance status candidate interaction information message is determined as the target interaction information message; if the parallel candidate interaction information messages include voice interaction feedback and navigation guidance candidate interaction information messages, then the voice interaction feedback candidate interaction information message is determined as the target interaction information message. Thus, a unique target interaction information message can be obtained when the display priority results are equal, improving the stability of the target interaction information determination process.

[0126] In some examples, a preset fallback priority order can be pre-configured in the control system and corresponds to the information type of the candidate interaction information. This preset fallback priority order is not used to replace the display priority determination process, but rather to make a further selection among parallel candidate interaction information when at least two candidate interaction information already have the same highest display priority. It should be understood that, without changing the fallback relationship where safety prompt candidate interaction information is higher than assisted driving status candidate interaction information, assisted driving status candidate interaction information is higher than voice interaction feedback candidate interaction information, and voice interaction feedback candidate interaction information is higher than navigation guidance candidate interaction information, the control system can also determine parallel candidate interaction information within the same information type by combining the trigger time, valid state, or display duration condition of the candidate interaction information. Therefore, the fallback judgment can be applied only to candidate interaction information with the highest parallel display priority, avoiding confusion with the normal display priority determination process.

[0127] In a specific example, when two or more candidate interaction messages have the same overall priority score, or when multiple candidate interaction messages are triggered simultaneously within the same processing frame and all meet the highest display priority condition, the system can determine the target interaction message in the following order: safety prompts, assisted driving status, voice interaction feedback, and navigation guidance. Correspondingly, in the interface card hierarchy, takeover prompt cards can be displayed before NOP (Navigate on Pilot) status cards, NOP status cards can be displayed before VLM (Vision-Language Model) instruction cards, and VLM instruction cards can be displayed before navigation cards. This fallback order is used to determine a unique target interaction message when the overall priority score cannot distinguish the display order, preventing multiple candidate interaction messages from simultaneously occupying top display resources.

[0128] Through the embodiments of this application, the system can first determine whether there are at least two candidate interactive information pieces with the same highest display priority in the set of interactive information to be output. If there are no two pieces with the same highest display priority, the target interactive information is directly determined. If there are two pieces with the same highest display priority, the target interactive information is determined according to a preset fallback priority order. Thus, the determination of the target interactive information can both follow the display priority result and obtain a unique output when the highest display priorities are tied, thereby improving the certainty and consistency of the target interactive information determination result.

[0129] Regarding the implementation details of the display suppression processing of other candidate interactive information in the method of this application embodiment, in some examples of this application embodiment, the display resource conflict relationship between the other candidate interactive information and the target interactive information is determined; the display resource conflict relationship includes at least one of the following: overlapping display areas, the same display level, both needing to be displayed on top, or overlapping display timing.

[0130] Specifically, after the target interactive information is determined, the system can obtain the display resource requirements corresponding to the target interactive information and other candidate interactive information, and compare their occupancy relationships in terms of display area, display level, top placement requirements, and display timing. For example, if the target interactive information and other candidate interactive information both request to be displayed in the same interface area, or both request to occupy the same exclusive display level, or their display time windows overlap and compete for the use of the same interface resources, then a display resource conflict relationship can be determined between them. Thus, it is possible to accurately identify whether other candidate interactive information will affect the complete display and stable presentation of the target interactive information.

[0131] If there is a display resource conflict between the other candidate interaction information and the target interaction information, the other candidate interaction information is added to the waiting display queue, the display level of the other candidate interaction information is reduced, or the output of the other candidate interaction information is paused.

[0132] Specifically, the system can select an appropriate display suppression method based on the conflict type and the display requirements of the candidate interaction information itself. For other candidate interaction information that needs to use the same display area or the same top-level display resource, it can be added to the waiting display queue; for other candidate interaction information that can still be displayed but should not cover the target interaction information, its display level can be reduced; for other candidate interaction information that might interfere with the identification of the target interaction information during the current display, its output can be paused. It should be understood that the above display suppression processing does not necessarily delete other candidate interaction information, but rather restricts its use of display resources that conflict with the target interaction information under the current display conditions.

[0133] For example, when multiple cards among the takeover prompt card, NOP status card, VLM instruction card, and navigation card request top display at the same time, the system can control only the card currently identified as the target interaction information to occupy the top display resource, and add other cards with lower display priority than the target interaction information and conflicting display resources to the waiting display queue. After the target interaction information finishes displaying or no longer meets the display conditions, the candidate interaction information in the waiting display queue can re-participate in arbitration and resume display while still valid and no longer conflicting with higher priority information. Thus, only one highest priority card can be highlighted at any given time, reducing multi-layered information overlay and contention for top display resources.

[0134] If the target interactive information display ends, the current interactive context changes, or the triggering condition of other candidate interactive information changes, the other candidate interactive information in the display suppression state is re-arbitrated in order to re-determine the interactive information to be displayed from the other candidate interactive information in the display suppression state.

[0135] Specifically, when the target interactive information is displayed, the current navigation-assisted driving stage changes, the current driving scenario or the current user interaction behavior changes, or the triggering event, valid state, or display conditions corresponding to other suppressed candidate interactive information change, the system can reacquire other candidate interactive information that is in a display-suppressed state and re-arbitrate them according to the updated display conditions. If a certain candidate interactive information is still in a valid state and no longer conflicts with the display resources of the current higher-priority information, it can be re-determined as the interactive information to be displayed; if its triggering conditions have disappeared or its valid state has ended, the candidate interactive information can no longer be output. This avoids permanently blocking suppressed candidate interactive information and reduces the re-occupation of display resources by expired information.

[0136] In some examples, the display suppression state can be associated with the valid state, queuing time, original display priority, display resource requirements, and triggering conditions of other candidate interactive information. The control system can manage the waiting display queue or paused output information based on this information, enabling other suppressed candidate interactive information to participate in re-arbitration when the display conditions are met. It should be understood that the waiting display queue, display level reduction, and paused output are only examples of display suppression processing. In actual implementation, other processing methods that do not occupy conflicting display resources can be adopted according to the layout capabilities of the human-computer interaction interface and the display strategy. This improves the adaptability of display suppression processing to different display resource conflict scenarios.

[0137] Through the embodiments of this application, the system can first determine whether there is a display resource conflict between other candidate interactive information and the target interactive information, and perform display suppression processing such as waiting, downgrading, or pausing on other candidate interactive information when a conflict exists; when the display conditions change, the other candidate interactive information in the display suppression state is then re-arbitrated. Thus, the display suppression processing can both ensure the target interactive information's priority use of conflicting display resources and preserve the possibility of other candidate interactive information being displayed when the display conditions are met again, thereby improving the orderly use of display resources in the human-computer interaction interface.

[0138] Figure 4 A flowchart illustrating an example of the consistency verification process for assisted driving state feedback in a method according to an embodiment of this application is shown.

[0139] In step S410, before determining the target interactive information from the set of interactive information to be output according to the display priority, state feedback verification data corresponding to the target moving body is obtained; the state feedback verification data includes at least one of navigation-assisted driving status flags, actual driving trajectory data of the moving body, and user takeover data.

[0140] Specifically, the navigation-assisted driving status flag can be used to indicate whether the navigation-assisted driving function is currently active, pending activation, unavailable, or deactivated; the actual driving trajectory data of the moving object can be provided by the positioning module, vehicle status acquisition module, or navigation-assisted driving control module, and is used to characterize the actual driving path of the target moving object in the current or adjacent time period; the user takeover data can be provided by the steering wheel, pedals, active exit control, or other operation detection modules that can reflect user control intervention. Thus, software status, actual driving trajectory, and user control intervention-related data can be incorporated into the same verification process, reducing the bias caused by judging the assisted driving status based solely on a single status flag.

[0141] In step S420, the actual control state of the target mobile body is determined based on the state feedback verification data; the actual control state is used to characterize whether the target mobile body is currently controlled by the navigation-assisted driving function or by the driver.

[0142] Specifically, the system can combine navigation-assisted driving status indicators, actual driving trajectory data of the mobile body, and user takeover data to determine whether the current control of the target mobile body belongs to the navigation-assisted driving function or the driver. For example, if the navigation-assisted driving status indicator shows that the function is in operation, the actual driving trajectory matches the navigation-assisted driving control process, and no user takeover data is detected, the actual control status can be determined to be controlled by the navigation-assisted driving function. If the user takeover data indicates that the driver has intervened, or the actual driving trajectory reflects that the target mobile body is no longer operating according to the navigation-assisted driving control process, the actual control status can be determined to be controlled by the driver. Therefore, the determination of the actual control status can simultaneously consider the functional status, driving results, and user operations, reducing the possibility of inconsistencies between the actual control status identification result and the actual control status of the target mobile body.

[0143] In step S430, if the set of interactive information to be output includes candidate interactive information of the assisted driving state category, the candidate interactive information of the assisted driving state category is obtained from the set of interactive information to be output, and the display state represented by the candidate interactive information of the assisted driving state category is determined.

[0144] Specifically, candidate interactive information for assisted driving status can be used to present the user with information indicating that the navigation-assisted driving function is active, pending activation, unavailable, exited, or in other states. The system can determine the display state represented by the candidate interactive information based on its information type, status field, display content identifier, or display template. For example, if the status field corresponding to the candidate interactive information indicates that the navigation-assisted driving function is active, its display state can be determined as active; if the corresponding status field indicates that the function is unavailable or has exited, its display state can be determined as unavailable or exited. This clarifies the actual state meaning that the candidate interactive information for assisted driving status intends to present to the user, reducing consistency verification deviations caused by unclear display state identification.

[0145] In step S440, the actual control state and the display state are checked for consistency. If the actual control state and the display state are inconsistent, state correction interaction information is generated and added as candidate interaction information to the set of interaction information to be output, so as to update the set of interaction information to be output.

[0146] Specifically, the system can compare the actual control state with the displayed state represented by the candidate interaction information of the assisted driving state category. If the actual control state indicates that the target moving body is currently controlled by the driver, while the displayed state still indicates that the navigation assisted driving function is in a controlled or active state, or if the actual control state indicates that the target moving body is currently controlled by the navigation assisted driving function, while the displayed state indicates that the function has been deactivated or is unavailable, then the two can be considered inconsistent. In this case, the system can generate state correction interaction information to prompt or correct the assisted driving state, and add it as a new candidate interaction information to the set of interaction information to be output. Thus, state correction interaction information can be introduced when the actual control state and the intended displayed state are inconsistent, reducing the possibility of mismatch between the assisted driving state feedback and the actual control state of the target moving body.

[0147] In step S450, based on the updated set of interactive information to be output and the information priority arbitration conditions, the display priority of each candidate interactive information in the updated set of interactive information to be output is re-determined.

[0148] Specifically, after the state correction interaction information is added to the set of interaction information to be output, the system can re-input the updated candidate interaction information into the information priority arbitration conditions and determine the display priority of each candidate interaction information in conjunction with the current interaction context. The state correction interaction information can participate in the priority determination together with the original navigation guidance, voice interaction feedback, assisted driving status, or safety prompt candidate interaction information, so that they can be processed according to the same interaction information control logic when they need to be presented. This allows the state correction interaction information to participate in a unified display priority determination process, reducing the inconsistency in display order between the state correction information and the original candidate interaction information.

[0149] Through the above processing, the system can, before determining the target interaction information, perform a consistency check between the actual control state of the target mobile body and the displayed state represented by the candidate interaction information of the assisted driving state class, based on the navigation-assisted driving status flags, the actual driving trajectory data of the mobile body, and the user takeover data. If the two are inconsistent, state correction interaction information is generated. Therefore, the assisted driving state feedback no longer relies solely on the original state display information, but is corrected in conjunction with the actual control state, thereby improving the consistency between the assisted driving state feedback and the actual control state of the target mobile body.

[0150] Regarding the implementation details of determining the actual control state of the target mobile body in the method of this application embodiment, the state feedback verification data includes the actual driving trajectory data of the mobile body and the user takeover data. In some examples of this application embodiment, the actual driving path of the target mobile body is determined based on the actual driving trajectory data of the mobile body, and a navigation-assisted driving planning path corresponding to the actual driving path is obtained. Specifically, the actual driving trajectory data of the mobile body can be provided by a positioning module, a vehicle status acquisition module, a navigation-assisted driving control module, or a trajectory recording module. The system can determine the actual driving path of the target mobile body in the current time period based on continuous trajectory points, trajectory timestamps, changes in the position of the target mobile body, and changes in driving direction. The navigation-assisted driving planning path can be provided by the navigation-assisted driving control module or a path planning module, and corresponds to the same or matching time range as the actual driving path.

[0151] In some examples, the actual driving trajectory data of the mobile entity can also be used to generate a historical trajectory mini-map in the human-computer interaction interface to present the historical driving trajectory and current position of the target mobile entity. The historical trajectory mini-map can be refreshed at a preset update frequency, such as updating trajectory points at a frequency of 10Hz, thereby providing an actual driving path reference for the linkage verification of navigation-assisted driving status indicators and user takeover behavior.

[0152] The system determines the path deviation between the actual driving path and the navigation-assisted driving planned path, and combines this with user takeover data to determine whether the driver has engaged in active intervention. Specifically, the system can compare the differences between the actual driving path and the navigation-assisted driving planned path in terms of position, direction, travel area, path continuity, or trajectory change trend to determine the path deviation. The user takeover data may include steering wheel operations, pedal operations, active disengagement operations, or other operation data that reflects the driver's changes to the control state of the target moving body. The system can determine whether the driver has engaged in active intervention based on the operation type, timing, and impact on the control state of the user takeover data. Therefore, combining path deviation with user operation data improves the accuracy of actual control state identification.

[0153] If the path deviation meets preset deviation conditions, or if there is active intervention, the actual control state is determined to be under driver control. Specifically, the preset deviation conditions can be used to characterize a situation where the actual driving path deviates significantly from the navigation-assisted driving planned path, reflecting a change in control state. For example, the actual driving path and the planned path may differ in terms of traffic area, driving direction, or path continuity. If the path deviation meets the preset deviation conditions, even if the navigation-assisted driving status indicator still indicates that the function is active, the system can determine that the target moving object is currently more in line with driver control. If user takeover data indicates that the driver has actively intervened, the system can also determine that the actual control state is under driver control.

[0154] In some examples, when the navigation-assisted driving status indicator indicates that the navigation-assisted driving function is active, but at least one preset active intervention judgment condition or preset path deviation condition is met simultaneously, the system can determine that the driver has actively intervened, or determine that the actual driving path has deviated from the navigation-assisted driving planned path, and determine that the actual control state is controlled by the driver. The preset active intervention judgment condition or preset path deviation condition may include at least one of the following: the steering wheel torque is greater than or equal to a preset torque threshold and lasts for a preset duration; the deviation between the steering wheel angle and the navigation-assisted driving planned angle is greater than or equal to a preset angle threshold and lasts for a preset duration; the lateral deviation between the actual driving path of the moving body and the navigation-assisted driving planned path is greater than a preset lateral deviation threshold and lasts for a preset duration; the accelerator pedal opening or brake pedal opening meets a preset opening condition, and the corresponding pedal operation is not actively controlled by the navigation-assisted driving function; the distance of the target moving body from the center of the traffic area is greater than or equal to a preset distance threshold, and there is no lane change instruction corresponding to the navigation-assisted driving function; and non-navigation-assisted driving planned direction correction actions occur more than a preset number of times. Therefore, even when the navigation-assisted driving status indicator still indicates that the function is active, the driver's control status can be identified by combining objective data such as steering operation, pedal operation, path deviation and direction correction, reducing the risk of misjudgment caused by determining the actual control status solely based on the function status indicator.

[0155] For example, the preset active intervention judgment conditions or preset path deviation conditions may include at least one of the following: steering wheel torque greater than or equal to 2 N·m and duration greater than or equal to 300 ms; deviation between steering wheel angle and navigation-assisted driving planned angle greater than or equal to 15° and duration greater than or equal to 500 ms; lateral deviation between actual driving path of the moving body and navigation-assisted driving planned path greater than 0.8 m and duration greater than or equal to 800 ms; accelerator pedal opening greater than 5% or brake pedal opening greater than 10%, and the corresponding pedal operation is not actively controlled by navigation-assisted driving function; the target moving body deviates from the center of the passage area by a distance greater than or equal to 0.5 m, and there is no lane change command corresponding to navigation-assisted driving function; and two or more consecutive non-navigation-assisted driving planned direction correction actions.

[0156] If the path deviation does not meet the preset deviation conditions, there is no active intervention, and the navigation-assisted driving status indicator shows that the navigation-assisted driving function is active, then the actual control state is determined to be controlled by the navigation-assisted driving function. Specifically, if there is no deviation between the actual driving path and the navigation-assisted driving planned path that meets the preset deviation conditions, and the user takeover data does not indicate that the driver has implemented active intervention, and if the navigation-assisted driving status indicator simultaneously indicates that the navigation-assisted driving function is active, then it can be determined that the target moving body is currently controlled by the navigation-assisted driving function. Therefore, it is not required that the actual driving path and the planned path completely overlap, but rather that normal trajectory differences that do not meet the preset deviation conditions are allowed, avoiding misjudging the navigation-assisted driving control state as the driver's control state due to slight trajectory fluctuations or normal control errors.

[0157] Through the above processing, the system can determine the actual driving path based on the actual driving trajectory data of the mobile body, compare it with the navigation-assisted driving planned path, and at the same time, combine user takeover data to determine whether the driver has actively intervened. Therefore, the actual control state of the target mobile body is no longer determined solely by the navigation-assisted driving status indicator, but is judged by combining the actual driving path, the planned path, and user intervention, thereby improving the consistency between the actual control state and the true control state of the target mobile body.

[0158] Regarding the implementation details of controlling the display of target interactive information on the human-computer interaction interface in the method of this application embodiment, in some examples of this application embodiment, the contextualized display mode corresponding to the human-computer interaction interface is determined based on the current interaction context; the contextualized display mode includes at least one of full-screen navigation assisted driving display mode, voice interaction display mode, and manual driving display mode.

[0159] Specifically, the system can determine the appropriate contextualized display mode for the human-machine interface based on the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior within the current interaction context. The full-screen navigation-assisted driving display mode corresponds to the display requirements when the target moving object is in a navigation-assisted driving related operation process; the voice interaction display mode corresponds to the display requirements when the user initiates interaction via voice and waits for a system response; and the manual driving display mode corresponds to the display requirements after the user takes over or the navigation-assisted driving function is exited. This allows the display mode of the human-machine interface to match the current interaction context, improving the consistency between the display method of the target interactive information and the current driving situation.

[0160] When the scenario-based display mode is the full-screen navigation-assisted driving display mode, the human-machine interface is controlled to display the target interactive information according to the interface layout used to highlight the driving status of the moving body, navigation guidance, and navigation-assisted driving status.

[0161] Specifically, in full-screen navigation-assisted driving display mode, the human-machine interface can place information such as the target moving object's driving status, navigation route or traffic area guidance, and navigation-assisted driving function status in easily observable locations, and display the target interaction information according to an interface layout adapted to the navigation-assisted driving process. For example, when the target interaction information is related to navigation guidance or navigation-assisted driving status, the system can control the human-machine interface to display the target interaction information in the driving information area, navigation information area, or status prompt area.

[0162] In one example, when a user activates the navigation-assisted driving function, the human-machine interface can enter a full-screen navigation-assisted driving display mode, showing the driving page, navigation guidance information, and NOP status prompts. If there are no voice interaction tasks or manual takeover tasks at present, the system can retain core information related to the operation of the navigation-assisted driving process, such as the vehicle's driving status, navigation route information, and NOP status information, so that the user can continuously be aware of the operational status of the navigation-assisted driving function. Therefore, in navigation-assisted driving related display scenarios, target interactive information related to the vehicle's driving process and functional status can be highlighted, improving the matching of information presentation in the full-screen navigation-assisted driving display mode.

[0163] When the contextual display mode is the voice interaction display mode, the human-computer interaction interface is controlled to display the target interaction information according to the interface layout used to highlight the voice command response, and after the voice interaction task is completed, it is restored to the display mode that matches the updated current interaction context.

[0164] Specifically, when the current user interaction behavior indicates that the user has initiated a voice interaction, the system can switch or adjust the human-computer interaction interface to a voice interaction display mode, and control the target interaction information to be displayed in a manner suitable for voice command response. The target interaction information may include information related to the voice interaction task, such as voice command recognition results, execution status, or execution results. After the voice interaction task is completed, the system can re-acquire or update the current interaction context, and restore the human-computer interaction interface to the corresponding display mode based on the updated current interaction context.

[0165] In one example, when a user issues a voice command or a default voice command is triggered, the system can display a VLM (Voice over Model) command card related to the voice command recognition or execution result as the target interaction information, giving this VLM command card a more prominent display position compared to ordinary navigation cards. After the voice interaction task is completed, the system can clear the VLM command card or remove it from the temporary display state, and restore it to the matching display mode according to the updated current interaction context. This allows the target interaction information related to the user's command response to be highlighted during voice interaction, and reduces the continuous occupation of the voice interaction display state by other driving scenario display states after the interaction ends.

[0166] When the scenario-based display mode is the manual driving display mode, the human-machine interface is controlled to display the target interactive information according to the interface layout used to highlight the takeover status or driving assistance prompts, and after the interactive task corresponding to the manual driving display mode is completed, the temporary display information is cleared or the display mode is restored to match the updated current interactive context.

[0167] Specifically, when the current interaction context indicates that the user has taken over the target mobile object, the navigation-assisted driving function has exited, or the target mobile object is in a situation requiring highlighted manual driving-related prompts, the system can control the human-machine interface to adopt a manual driving display mode. In this mode, target interaction information can be displayed according to an interface layout highlighting the takeover status, function exit status, or driving assistance prompts. After the interaction task corresponding to the manual driving display mode is completed, such as when the takeover status is confirmed to be complete, the temporary prompt information display ends, or the current interaction context changes, the system can clear the temporary display information or restore the matching display mode according to the updated current interaction context. This ensures that manual driving-related information is clearly presented in the corresponding scenario and reduces the continuous interference of temporary prompt information on subsequent display states.

[0168] In some examples, the contextualized display mode can correspond to different human-computer interaction interface layout parameters. These layout parameters may include at least one of the following: display area, display level, display size, display duration condition, and display termination condition. After determining the contextualized display mode, the system can generate or adjust display control instructions for the target interactive information based on the corresponding layout parameters, allowing the same target interactive information to be presented with different interface layouts under different contextualized display modes. It should be understood that the full-screen navigation-assisted driving display mode, voice interaction display mode, and manual driving display mode are merely examples of contextualized display modes. In actual implementation, other display modes can be set according to the functional configuration of the target moving object and the display capabilities of the human-computer interaction interface.

[0169] In terms of application examples, when the human-computer interaction interface switches between full-screen navigation-assisted driving display mode, voice interaction display mode, and manual driving display mode, the system can control the target interactive information or temporary display information to switch the display state in a fade-in, fade-out, or gradual manner, so as to reduce the situation of abrupt information jumps or discontinuous interface state during scene switching.

[0170] Through the above processing, the system can determine the contextualized display mode of the human-machine interface based on the current interaction context, and display the target interactive information according to the corresponding interface layout in the full-screen navigation-assisted driving display mode, voice interaction display mode, and manual driving display mode. Therefore, the display method of the target interactive information is no longer solely determined by its content, but is adjusted in conjunction with the current navigation-assisted driving operation and user interaction situation, thereby improving the matching degree between the display layout of the target interactive information and the current driving situation and user interaction state.

[0171] Figure 5 A schematic diagram illustrating an example of cross-domain deployment and data flow of an interactive information control system according to an embodiment of this application is shown.

[0172] like Figure 5 As shown, the interactive information control system may include an intelligent driving domain controller, an in-vehicle Ethernet SOME / IP communication link, an intelligent cockpit domain controller, and a cockpit domain downlink control module. The intelligent driving domain controller may include functional units such as data acquisition, trajectory parsing, NOP status management, road scene recognition, and human intervention detection. The trajectory parsing unit can generate a vehicle trajectory point cloud based on the acquired data and synchronize it to the intelligent cockpit domain controller at a frequency of 10Hz; the NOP status management unit can generate NOP status signals and trigger event reporting when the status changes; the road scene recognition unit can generate vehicle speed and road scene data and provide them to the intelligent cockpit domain controller as cross-domain synchronization data; the human intervention detection unit can generate steering wheel, pedal, or other human intervention signals and trigger corresponding cross-domain synchronization after detecting human intervention.

[0173] like Figure 5 As shown, the intelligent driving domain controller and the intelligent cockpit domain controller can communicate across domains via in-vehicle Ethernet. This cross-domain communication can be implemented using the SOME / IP protocol, and the timing synchronization accuracy of the cross-domain communication can be less than or equal to 50ms. The intelligent driving domain controller can send vehicle trajectory point clouds, NOP status signals, vehicle speed and road scene data, and manual takeover signals to the intelligent cockpit domain controller. The intelligent cockpit domain controller can also output NOP control, interface synchronization, and priority switching commands through the cockpit domain downlink control module. The manual takeover signal can also trigger interface switching, allowing the intelligent cockpit domain controller to adjust the corresponding human-machine interaction display state according to the takeover status.

[0174] like Figure 5 As shown, the intelligent cockpit domain controller may include a process control layer, a three-dimensional priority arbitration layer, a linkage verification and display correction unit, an interface state management unit, a voice command parsing unit, a priority calculation unit, a scene adaptive rendering layer, and a rendering command generation unit. The process control layer can parse the navigation-assisted driving operation process; the three-dimensional priority arbitration layer can perform priority processing based on the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior; the linkage verification and display correction unit can perform state feedback consistency verification by combining NOP status signals, vehicle trajectory data, and manual takeover signals; the interface state management unit can manage the current interface state based on the voice command parsing results, linkage verification results, and priority arbitration results; the scene adaptive rendering layer can generate rendering control results based on the current scene-based display mode; and the rendering command generation unit can output rendering commands to at least one of the instrument display interface, the central control display interface, and the AR-HUD display interface.

[0175] Through the above processing, the system can incorporate the navigation-assisted driving operation phase, driving scenario, user interaction behavior, and information types of candidate interaction information into the display priority determination process. When multiple candidate interaction information requests display simultaneously, the system determines the target interaction information based on a comprehensive priority score and a fallback priority order. Compared to methods that control display solely based on information trigger time or a single fixed information type, this processing method reduces the occupation of critical display resources by low-relevance information, allowing interaction information that better matches the current navigation-assisted driving scenario to receive priority display opportunities.

[0176] Furthermore, when there is a display resource conflict between the target interactive information and other candidate interactive information, the system can suppress the display of other candidate interactive information by waiting for the display queue, adjusting the display level, or pausing the output, and re-arbitrate after the display conditions change. This reduces competition among multiple candidate interactive information in the same display area, the same display level, or the same display time, making the allocation of display resources in the human-computer interaction interface more orderly.

[0177] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of combined actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Secondly, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application. In the above embodiments, the descriptions of each embodiment have their own emphasis; for parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0178] In some embodiments, this application also provides a computer program product, the computer program product including a computer program stored on a non-volatile computer-readable storage medium, the computer program including program instructions, which, when executed by a computer, cause the computer to perform any of the above-described interactive information control methods for navigation-assisted driving.

[0179] In some embodiments, this application also provides an electronic device, comprising: at least one processor, and a memory communicatively connected to the at least one processor, wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform an interactive information control method for navigation-assisted driving.

[0180] The apparatus described in the embodiments of this application can be used to execute the interactive information control method for navigation-assisted driving described in the embodiments of this application, and accordingly achieve the technical effects achieved by the interactive information control method for navigation-assisted driving described in the embodiments of this application, which will not be elaborated here. In the embodiments of this application, the relevant functional modules can be implemented using a hardware processor.

[0181] Figure 6 This is a schematic diagram of the hardware structure of an electronic device that performs an interactive information control method for navigation-assisted driving, according to another embodiment of this application. Figure 6 As shown, the device includes: One or more processors 610 and memory 620, Figure 6 Take the 610 processor as an example.

[0182] The device for implementing the interactive information control method for navigation-assisted driving may further include an input device 630 and an output device 640.

[0183] The processor 610, memory 620, input device 630, and output device 640 can be connected via a bus or other means. Figure 6 Taking the example of a connection between China and Israel via a bus.

[0184] The memory 620, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the interactive information control method for navigation-assisted driving in the embodiments of this application. The processor 610 executes the non-volatile software programs, instructions, and modules stored in the memory 620 to perform data processing, priority arbitration processing, and interface display control processing related to interactive information control, thereby implementing the interactive information control method for navigation-assisted driving in the above method embodiments.

[0185] The memory 620 may include a program storage area and a data storage area, wherein the program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the device, etc. Furthermore, the memory 620 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 620 may optionally include memory remotely located relative to the processor 610, and these remote memories may be connected to the device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0186] Input device 630 can receive input digital or character information and generate signals related to user settings and function control of the device. Output device 640 may include display devices such as a display screen.

[0187] The one or more modules are stored in the memory 620, and when executed by the one or more processors 610, they execute the interactive information control method for navigation-assisted driving in any of the above method embodiments.

[0188] The above-described product can perform the methods provided in the embodiments of this application, and has the corresponding functional modules and beneficial effects for performing the methods. Technical details not described in detail in this embodiment can be found in the methods provided in the embodiments of this application.

[0189] The electronic devices in this application embodiments exist in various forms, including but not limited to: (1) Mobile communication devices: These devices are characterized by their mobile communication capabilities and primarily aim to provide voice and data communication. These terminals include: smartphones (e.g., iPhones), multimedia phones, feature phones, and low-end phones, etc.

[0190] (2) Ultra-mobile personal computer devices: These devices fall under the category of personal computers, possessing computing and processing capabilities, and generally also have mobile internet access features. These terminals include PDAs, MIDs, and UMPCs, such as the iPad.

[0191] (3) Portable entertainment devices: These devices can display and play multimedia content. This category includes audio and video players (such as iPods), handheld game consoles, e-book readers, as well as smart toys and portable car navigation devices.

[0192] (4) Server: A device that provides computing services. The components of a server include a processor, hard disk, memory, system bus, etc. Servers are similar to general computer architectures, but because they need to provide highly reliable services, they have higher requirements in terms of processing power, stability, reliability, security, scalability, and manageability.

[0193] (5) Other electronic devices with data interaction functions.

[0194] In some embodiments, this application also provides a mobile platform on which the computer device described in any embodiment of this application is installed. The mobile platform includes, but is not limited to, passenger vehicles, commercial vehicles with navigation-assisted driving functions, autonomous driving vehicles in industrial parks, or other vehicle platforms capable of performing navigation-assisted driving interactive information control. It should be noted that the above are merely examples, and this application does not limit the specific form of the mobile platform.

[0195] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0196] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0197] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. An interactive information control method for navigation-assisted driving, comprising: Acquire navigation-assisted driving status data, driving environment data, user interaction data, and a set of interaction information to be output for the target moving body during the navigation-assisted driving process; The set of interactive information to be output includes at least one candidate interactive information to be presented through the human-computer interaction interface; The current navigation-assisted driving operation stage is determined based on the navigation-assisted driving status data, the current driving scenario is determined based on the driving environment data, and the current user interaction behavior is determined based on the user interaction data. The current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior form the current interaction context. Determine the information type of each candidate interaction information; The information type is a category attribute determined by the interactive function of the corresponding candidate interactive information; Based on preset information priority arbitration conditions, the display priority of each candidate interaction information is determined according to the current interaction context and the information type of each candidate interaction information. The information priority arbitration condition is used to characterize the display priority mapping relationship between the interaction context and the information type; Based on the display priority, the target interactive information is determined from the set of interactive information to be output, and the interface display control instruction corresponding to the target interactive information is generated; Based on the interface display control command, the human-computer interaction interface is controlled to display the target interaction information, and the display suppression processing is performed on other candidate interaction information in the set of interaction information to be output, excluding the target interaction information. The display suppression process is used to limit the other candidate interaction information from occupying display resources that conflict with the target interaction information. The display resources include at least one of display level, display area, or display timing.

2. The method according to claim 1, wherein, Determining the current navigation-assisted driving operation stage based on the navigation-assisted driving status data includes: Extract at least one of the following from the navigation-assisted driving status data: navigation route validity status, navigation-assisted driving function activation status, system self-test status, traffic area marking recognition status, moving body speed status, user takeover ready status, moving body planned action status, system capability boundary status, takeover request status, and user takeover operation status. If the navigation-assisted driving function activation state indicates that the navigation-assisted driving function has been activated, but at least one of the navigation route validity state, the system self-test state, the traffic area marking recognition state, the moving body speed state, and the user takeover ready state has not yet met the navigation-assisted driving entry conditions, the current navigation-assisted driving operation stage is determined as the initialization stage. If the navigation route validity status, the navigation-assisted driving function activation status, the system self-test status, the traffic area marking recognition status, the moving body speed status, and the user takeover ready status all meet the navigation-assisted driving entry conditions, and no lane change event, overtaking event, warning event, or takeover event is triggered, the current navigation-assisted driving operation stage is determined as the driving stage. When the navigation-assisted driving entry conditions are met, and the planned action state of the mobile body indicates the existence of navigation lane change requirements, exit ramp requirements, assisted lane change instructions, or automatic overtaking requirements, the current navigation-assisted driving operation phase is determined as the lane change and overtaking phase. When the navigation-assisted driving status data indicates that the target moving body is approaching the system capability boundary, there is a risk of passage, or a user response is required, the current navigation-assisted driving operation stage is determined as a warning stage; When the user takeover operation status indicates that the user has performed a valid takeover operation, or when the navigation-assisted driving status data indicates that the navigation-assisted driving function has been deactivated, the current navigation-assisted driving operation phase is determined as the takeover phase.

3. The method according to claim 1, wherein, Determining the current driving scenario based on the driving environment data includes: Based on the driving environment data, the type of road passage area where the target mobile body is located, the speed of the mobile body, and the recognition status of the road markings in the passage area are determined. If the driving environment data indicates the presence of construction areas, congestion, missing road markings, or abnormal driving environment, the current driving scenario will be classified as a complex road condition driving scenario. If the current driving scenario is not determined to be a complex road condition driving scenario, the type of the passage area indicates that the target moving body is on a highway or expressway, the speed of the moving body meets the operating speed conditions of navigation-assisted driving, and the recognition status of the passage area markings meets the operating requirements of navigation-assisted driving, then the current driving scenario is determined to be an expressway driving scenario. If the current driving scenario is not determined to be a complex road condition driving scenario, the traffic area type indicates that the target moving body is on an urban road, and the moving body's speed is within a preset speed range corresponding to urban roads, then the current driving scenario is determined to be an urban road driving scenario.

4. The method according to claim 1, wherein, Determining the current user interaction behavior based on the user interaction data includes: The user interaction data is type-identified to determine whether the user interaction behavior type corresponding to the user interaction data is voice interaction behavior, touch interaction behavior, or takeover interaction behavior. If the user interaction data includes voice command data, the current user interaction behavior is determined to be a voice interaction behavior; When the user interaction data includes touch input or function selection operations for the human-computer interaction interface, the current user interaction behavior is determined to be a touch interaction behavior; If the user interaction data includes steering wheel operation, pedal operation, active exit operation, or other operations used to change the control state of the moving body, the current user interaction behavior is determined as a takeover interaction behavior; When multiple user interaction behaviors are identified at the same time, the current user interaction behavior is determined according to a preset behavior priority order; the preset behavior priority order is used to give the priority of the takeover interaction behavior higher than the voice interaction behavior and the touch interaction behavior.

5. The method according to claim 1, wherein, The determination of the information type for each of the candidate interaction information includes: Obtain the information source module and interaction function corresponding to each candidate interaction information; When the candidate interaction information is triggered by the navigation module, and the interaction function is used to prompt path, distance, passage area selection or turning guidance, the information type of the corresponding candidate interaction information is determined as navigation guidance type; When the candidate interaction information is triggered by the voice interaction module, and the interaction function is used to provide feedback on the voice command recognition result or command execution result, the information type of the corresponding candidate interaction information is determined as the voice interaction feedback class. When the candidate interaction information is triggered by the navigation-assisted driving status module, and the interaction function is used to indicate the activation, pending activation, unavailable or exit status of the navigation-assisted driving function, the information type of the corresponding candidate interaction information is determined as the assisted driving status class. When the candidate interaction information is triggered by the safety prompt module or the takeover prompt module, and the interaction function is used to prompt driving risks, system capability boundaries, or driver takeover needs, the information type of the corresponding candidate interaction information is determined to be a safety prompt class.

6. The method according to claim 5, wherein, The information priority arbitration conditions include the basic priority score corresponding to each information type, the operation phase scoring rule, the driving scenario scoring rule, the user interaction behavior scoring rule, and the weights corresponding to the phase matching score, scenario matching score, and behavior matching score, respectively. The step of determining the display priority of each candidate interaction information based on preset information priority arbitration conditions, the current interaction context, and the information type of each candidate interaction information includes: For each of the candidate interaction information, based on the matching relationship between the information type of the corresponding candidate interaction information and the current navigation-assisted driving operation stage, the current driving scenario, and the current user interaction behavior, the stage matching score, scenario matching score, and behavior matching score are determined according to the operation stage scoring rule, the driving scenario scoring rule, and the user interaction behavior scoring rule, respectively. According to the weights corresponding to the stage matching score, the scene matching score, and the behavior matching score respectively, the stage matching score, the scene matching score, and the behavior matching score are weighted and summed, and the weighted sum is added to the basic priority score corresponding to the information type to obtain the comprehensive priority score of the corresponding candidate interaction information. The display priority of each candidate interaction information is determined based on its comprehensive priority score.

7. The method according to any one of claims 1-6, wherein, The step of determining the target interactive information from the set of interactive information to be output according to the display priority includes: Determine whether there are at least two candidate interactive information pieces in the set of interactive information to be output that have the same highest display priority; If there are no at least two candidate interaction messages with the same highest display priority, the candidate interaction message with the highest display priority will be determined as the target interaction message. When at least two candidate interaction information have the same highest display priority, the target interaction information is determined from the at least two candidate interaction information based on a preset fallback priority order; wherein, the preset fallback priority order is used to make the display priority of safety prompt candidate interaction information higher than that of assisted driving status candidate interaction information, make the display priority of assisted driving status candidate interaction information higher than that of voice interaction feedback candidate interaction information, and make the display priority of voice interaction feedback candidate interaction information higher than that of navigation guidance candidate interaction information.

8. The method according to claim 1, wherein, The step of suppressing the display of other candidate interaction information in the set of interaction information to be output, excluding the target interaction information, includes: Determine the display resource conflict relationship between the other candidate interaction information and the target interaction information; the display resource conflict relationship includes at least one of the following: overlapping display areas, the same display level, both needing to be displayed on top, or overlapping display timing. If there is a display resource conflict between the other candidate interaction information and the target interaction information, the other candidate interaction information is added to the waiting display queue, the display level of the other candidate interaction information is reduced, or the output of the other candidate interaction information is paused. If the target interactive information display ends, the current interactive context changes, or the triggering condition of other candidate interactive information changes, the other candidate interactive information in the display suppression state is re-arbitrated in order to re-determine the interactive information to be displayed from the other candidate interactive information in the display suppression state.

9. The method according to claim 5, wherein, Before determining the target interactive information from the set of interactive information to be output based on the display priority, the method further includes: Obtain status feedback verification data corresponding to the target moving body; the status feedback verification data includes at least one of navigation-assisted driving status flags, actual driving trajectory data of the moving body, and user takeover data; The actual control state of the target moving body is determined based on the state feedback verification data; the actual control state is used to characterize whether the target moving body is currently controlled by the navigation-assisted driving function or by the driver. When the set of interactive information to be output includes candidate interactive information of the assisted driving status class, the candidate interactive information of the assisted driving status class is obtained from the set of interactive information to be output, and the display status represented by the candidate interactive information of the assisted driving status class is determined. The actual control state and the display state are checked for consistency. If the actual control state and the display state are inconsistent, state correction interaction information is generated and the state correction interaction information is added as candidate interaction information to the set of interaction information to be output in order to update the set of interaction information to be output. Based on the updated set of interactive information to be output and the information priority arbitration conditions, the display priority of each candidate interactive information in the updated set of interactive information to be output is re-determined.

10. The method according to claim 9, wherein, The status feedback verification data includes the actual driving trajectory data of the mobile body and the user takeover data; Determining the actual control state of the target moving body based on the state feedback verification data includes: The actual driving path of the target mobile body is determined based on the actual driving trajectory data of the mobile body, and the navigation-assisted driving planning path corresponding to the actual driving path is obtained; Determine the path deviation status between the actual driving path and the navigation-assisted driving planned path, and combine the user takeover data to determine whether the driver has engaged in active intervention; If the path deviation state meets the preset deviation conditions, or if the active intervention behavior exists, the actual control state is determined to be controlled by the driver. If the path deviation state does not meet the preset deviation conditions, there is no active intervention behavior, and the navigation-assisted driving status flag indicates that the navigation-assisted driving function is in an active state, then the actual control state is determined to be controlled by the navigation-assisted driving function.

11. The method according to claim 1, wherein, The step of controlling the human-computer interaction interface to display the target interactive information based on the interface display control command includes: The contextual display mode corresponding to the human-computer interaction interface is determined based on the current interaction context; the contextual display mode includes at least one of full-screen navigation assisted driving display mode, voice interaction display mode, and manual driving display mode; When the scenario-based display mode is the full-screen navigation-assisted driving display mode, the human-machine interface is controlled to display the target interactive information according to the interface layout used to highlight the driving status of the moving body, navigation guidance, and navigation-assisted driving status; When the contextual display mode is the voice interaction display mode, the human-computer interaction interface is controlled to display the target interaction information according to the interface layout used to highlight the voice command response, and after the voice interaction task is completed, it is restored to the display mode that matches the updated current interaction context. When the scenario-based display mode is the manual driving display mode, the human-machine interface is controlled to display the target interactive information according to the interface layout used to highlight the takeover status or driving assistance prompts, and after the interactive task corresponding to the manual driving display mode is completed, the temporary display information is cleared or the display mode is restored to match the updated current interactive context.

12. A computer program product comprising a computer program stored on a storage medium, the computer program including program instructions that, when executed by a computer, cause the computer to perform the steps of the method according to any one of claims 1-11.

13. A computer device comprising a memory, a processor, and a computer program stored in the memory, wherein, The processor executes the computer program to implement the steps of the method according to any one of claims 1-11.

14. A mobile platform, comprising: Platform body; Human-computer interaction devices are installed on the platform body; as well as The control system is located on the platform body and is communicatively connected to the human-machine interaction device. The control system is configured to perform the steps of the method according to any one of claims 1-11 to control the human-computer interaction device to display interactive information.

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