Vehicle touch response optimization method and system based on user intent

Abstract

The present application relates to the technical field of vehicle-mounted touch control management, and specifically discloses a vehicle-mounted touch response optimization method and system based on user intention, which responds to a touch interrupt signal, collects a touch timestamp, a centroid coordinate and a contact area and writes them into a queue; when the queue is full, the first and last centroid coordinates are extracted to calculate a centroid slip rate by dividing the distance by the time, and the areas of the last, middle and first three points are taken to calculate an area expansion acceleration by subtracting the difference between each two. The suspension vibration frequency is read, a dynamic coefficient is obtained through mapping, and a compensation value is obtained by multiplying the noise constant; the value is added to the slip rate as the denominator, and the area expansion acceleration is divided by the denominator to obtain an intention confirmation index. The dynamic denominator design breaks the limitation of the fixed threshold, makes the judgment adaptive to offset the vibration interference, reduces the false trigger rate, and improves the resource utilization rate; when the index exceeds the threshold, the control is triggered and the queue is emptied, otherwise only the queue is updated, ensuring sensitivity and decision consistency.

Description

Technical Field

[0001] This invention belongs to the field of vehicle touch management technology, and relates to a method and system for optimizing vehicle touch response based on user intent. Background Technology

[0002] In-vehicle intelligent cockpits heavily rely on large-size capacitive touchscreens as the core interaction platform, which are responsible for issuing commands for various key vehicle functions. At the same time, the bottom line for driving safety requires drivers to keep their eyes on the road while driving, and their visual focus must be strictly locked on the dynamic road conditions ahead.

[0003] This spatial separation between the visual focus and the operating area gives in-vehicle touch control a very unique physical character. In real-world blind operation scenarios, the driver's finger often touches the screen early to establish a physical fulcrum, then briefly moves and explores the screen surface. During this stage, the contact area and coordinates between the fingertip and the screen are in a state of continuous micro-movement, until the driver confirms the position at the perceptual level and performs a firm press using skeletal force. This physical process, from light touch and movement to instantaneous deformation and compaction, directly reflects the driver's psychological evolution from pending intent to confirmed intent, giving touch intent a highly dynamic and correlated meaning over time.

[0004] However, current in-vehicle touch detection frameworks have fundamental logical blind spots when handling such scenarios. Existing touch algorithms are generally based on the prior assumption that the interaction intent is determined once the screen is touched. Their technical focus is mostly limited to predicting the body trajectory before contact or correcting the landing point coordinates after a single click. This one-dimensional detection mechanism treats all touch signals equally, relies excessively on instantaneous coordinate thresholds, and completely ignores the physical dynamic characteristics of touch behavior evolving over time. Due to the lack of a systematic definition of the signal characteristics during the touch exploration period, the system often directly equates the driver's subtle movements when searching for a target with a definite click command. This causes the system to trigger a response prematurely before the actual operation intent is formed, leading not only to frequent accidental touches but also disrupting the driver's normal operating rhythm. Summary of the Invention

[0005] In view of the problems existing in the prior art, the present invention provides a method and system for optimizing vehicle touch response based on user intent, in order to solve the above-mentioned technical problems.

[0006] To achieve the above and other objectives, the technical solution adopted by the present invention is as follows: The first aspect of this invention provides a method for optimizing in-vehicle touch response based on user intent, the method comprising: In response to the touch interruption signal reported by the underlying touch screen, the touch timestamp, touch centroid coordinates and touch contact area are collected at a preset sampling frequency; Write the touch timestamp, touch centroid coordinates, and touch contact area into the data sliding queue according to the acquisition sequence; When the data sliding queue reaches the set length, the coordinates of the touch centroid are extracted from the sampling points at the beginning and end of the queue, and the spatial straight-line distance between the beginning and end sampling points is calculated. Divide the straight-line distance in space by the preset time span to obtain the centroid slip ratio; Extract the touch contact area of ​​the tail sampling point, middle sampling point and head sampling point from the queue; Calculate the difference in touch contact area between the tail end and the middle sampling point, and the difference in touch contact area between the middle and the head sampling point. Subtract the two area differences to obtain the area expansion acceleration. The current suspension vibration frequency is read from the vehicle chassis control module. The current suspension vibration frequency is input into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient. Then, the basic noise constant is multiplied by the dynamic compensation coefficient to obtain the constant compensation value. Add the constant compensation value to the centroid slip ratio to obtain the slip denominator; Dividing the area expansion acceleration by the slip denominator yields the intention confirmation index; Determine if the intent confirmation index is greater than or equal to the confirmation trigger threshold; If it is greater than or equal to, the control at the corresponding coordinate at the end of the queue will respond to the instruction and the data sliding queue will be cleared. If the value is less than the specified value, update the data sliding queue and do not trigger the control response command.

[0007] A second aspect of the present invention provides an in-vehicle touch response optimization system based on user intent, the system comprising: Touch data acquisition module: used to respond to touch interruption signals reported by the underlying touch screen, and to acquire touch timestamps, touch centroid coordinates and touch contact area at a preset sampling frequency; Queue caching module: Used to write touch timestamps, touch centroid coordinates and touch contact area into the data sliding queue according to the acquisition time sequence, and maintain the sliding update of the queue when the data sliding queue reaches the set length; Slip calculation module: used to extract the touch centroid coordinates of the first and last sampling points from the data sliding queue, calculate the spatial straight-line distance between the first and last sampling points, and divide the spatial straight-line distance by the preset time span to obtain the centroid slip rate; Area change calculation module: used to extract the touch contact area of ​​the tail sampling point, the middle sampling point and the head sampling point from the data sliding queue, calculate the difference between the touch contact area of ​​the tail sampling point and the middle sampling point, and the difference between the touch contact area of ​​the middle sampling point and the head sampling point, and subtract the two area differences to obtain the area expansion acceleration; Compensation fusion module: It is used to read the current suspension vibration frequency fed back by the vehicle chassis control module, input the current suspension vibration frequency into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient, then multiply the basic noise constant by the dynamic compensation coefficient to obtain the constant compensation value, and add the constant compensation value to the centroid slip ratio to obtain the slip denominator term; Intent Determination and Response Module: This module divides the area expansion acceleration by the sliding denominator to obtain the intent confirmation index, and determines whether the intent confirmation index is greater than or equal to the confirmation trigger threshold. If it is greater than or equal to the threshold, the control response command at the corresponding coordinate at the end of the queue is triggered, and the data sliding queue is cleared. If it is less than the threshold, the data sliding queue is updated, and the control response command is not triggered for the time being.

[0008] As described above, the in-vehicle touch response optimization method and system based on user intent provided by the present invention have at least the following beneficial effects: This invention constructs an original touch sequence with temporal continuity and spatial correlation by responding to touch interruption signals reported from the touchscreen's underlying layer, synchronously collecting touch timestamps, touch centroid coordinates, and touch contact areas at a preset sampling frequency, and writing them into a data sliding queue according to the collection sequence. When the data sliding queue reaches a set length, the touch centroid coordinates are extracted from the sampling points at the beginning and end of the queue, the spatial straight-line distance between the beginning and end sampling points is calculated and divided by a preset time span to obtain the centroid slip rate. Simultaneously, the touch contact areas of the sampling points at the end, middle, and beginning of the queue are extracted, and the distances between the end and middle, and between the middle and beginning are calculated sequentially. The area difference is calculated and subtracted to obtain the area expansion acceleration. This process is not a simple statistical analysis, but rather a joint quantification of the spatial displacement rate of the touch trajectory and the second-order change trend of the contact area to form a multi-dimensional characterization of the user's operating intention. Based on this, the current suspension vibration frequency fed back by the vehicle chassis control module is read and input into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient. The basic noise constant is multiplied by this coefficient to obtain the constant compensation value. The constant compensation value is then added to the centroid slip ratio to form the slip denominator. Finally, the area expansion acceleration is divided by the slip denominator to obtain the intention confirmation index. The aforementioned mechanism enables the calculation of the intent confirmation index to no longer rely on fixed empirical parameters, but instead integrates the vehicle's underlying vibration and noise information in real time. This allows for adaptive cancellation of touch signal interference introduced by driving conditions, significantly improving the algorithm's robustness under different vehicle conditions. Simultaneously, the joint construction of centroid slip ratio and area expansion acceleration extends the traditional single-dimensional threshold judgment to a proportional operation based on dynamic denominator terms. This avoids high-frequency false triggering or missed responses caused by the incompatibility of fixed thresholds, thereby reducing the number of invalid interrupt handling and the computational load caused by frequent queue refreshes within the computer. This makes the touch response logic smoother and more efficient in timing processing, improving the overall utilization efficiency of the system's computing resources.

[0009] This invention further compares the obtained intent confirmation index with a preset confirmation trigger threshold. Only when the index is greater than or equal to the threshold is the control response command at the corresponding coordinate at the tail of the queue triggered and the data sliding queue immediately cleared. Otherwise, only the queue is updated without triggering any control response. This mechanism of conditional triggering and queue reset ensures that the actual response decision of the control strictly depends on the comprehensive intent strength reflected by continuous sampling points in the current queue, rather than a single sampling point or instantaneous outlier. This effectively avoids false interruptions caused by touch signal jitter, brief accidental touches, or vibration noise spikes, thereby reducing redundant processing of underlying input events by the vehicle system. More importantly, by calculating the intent confirmation index in real time and making dynamic decisions, the system can eliminate invalid or low-confidence touch events during the queue update phase. Pre-filtering reduces the call frequency and context switching overhead of the upper-layer application response module. At the same time, the queue clearing operation ensures that sampling is restarted with a brand new queue after each valid response, avoiding the cumulative bias of historical data on subsequent judgments and maintaining the consistency of decision state. For cases that have not reached the threshold, only queue updates are performed without triggering a response. This allows the system to continuously refresh the centroid slip rate and area expansion acceleration during continuous sliding, forming a progressive intent convergence judgment. This not only ensures response sensitivity but also controls the false action rate at a low level through adaptive adjustment of the dynamic denominator. Ultimately, it achieves an optimized balance between the number of interrupt response times and the effective instruction throughput within the computer, significantly improving the stability and real-time performance of the touch interaction module in multi-source interference environments. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a schematic diagram showing the connection of each step in the method provided by the present invention.

[0012] Figure 2 The curve showing the change of the intent confirmation index over time provided by this invention.

[0013] Figure 3 The curve showing the change of area expansion acceleration over time provided by the present invention.

[0014] Figure 4 This is a schematic diagram of the operation logic connection for step six of the present invention.

[0015] Figure 5 This is a schematic diagram showing the connections of the various modules in the system provided by the present invention. Detailed Implementation

[0016] The present invention will be further described in detail below with reference to specific embodiments. The above content is merely an example and illustration of the concept of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the inventive concept or exceed the scope defined by the claims, all of which should fall within the protection scope of the present invention.

[0017] Example 1: Please see Figure 1-4 As shown, an in-vehicle touch response optimization method based on user intent includes: Step 1: Respond to the touch interruption signal reported by the bottom layer of the touch screen, and collect the touch timestamp, touch centroid coordinates and touch contact area at the preset sampling frequency.

[0018] The touch timestamp, touch centroid coordinates, and touch contact area are written into the data sliding queue according to the acquisition sequence, including: A fixed-length circular buffer is divided into the memory space of the vehicle's infotainment processor as a data sliding queue; Pack the touch centroid coordinates and touch contact area corresponding to the same touch timestamp into a touch data group; Write the touch data group to the tail position of the circular buffer and update the tail pointer synchronously. When the number of touch data groups stored in the circular buffer exceeds the preset maximum capacity limit, the touch data group corresponding to the earliest timestamp at the head of the queue is actively discarded, and the head pointer is moved forward to maintain the preset time span unchanged.

[0019] In practice, the system first responds to the touch interrupt signal reported by the underlying touchscreen and collects the touch timestamp, touch centroid coordinates, and touch contact area at a preset sampling frequency. When the touch control chip at the bottom layer of the vehicle's capacitive touchscreen detects a capacitance change greater than a preset trigger threshold, it sends an interrupt request to the vehicle's processor. After responding, the processor continuously reads the raw data from the underlying registers at a preset sampling frequency.

[0020] The original data includes: touch timestamp t, touch centroid X coordinate x, touch centroid Y coordinate y, and touch contact area S, where the touch contact area is calculated from the number of activated capacitor nodes.

[0021] After acquiring the above data, the system writes the touch timestamp, touch centroid coordinates, and touch contact area into a data sliding queue according to the acquisition sequence. Specifically, a fixed-length, physically contiguous circular buffer is pre-allocated in the vehicle's processor's RAM memory space as the data sliding queue. The preset maximum capacity of this circular buffer is denoted as... The calculation formula is as follows: ; In the formula, The preset time span represents the observation time window required to determine the user's touch intent; in this embodiment, it is preferably 200ms. The reason for this setting is that the physiological process from when a human finger makes contact with the touch surface to when it applies pressure with its fingertip typically takes between 100ms and 200ms. Using 200ms as the time span can fully cover the intent hesitation period. This represents the sampling time interval. (Symbol) This represents the rounding up operation. This is a memory safety margin to prevent memory overflow caused by occasional bursts of data packets on the underlying bus. It can be determined based on the maximum burst reporting capability of touch interrupts, and the calculation formula is as follows: In the formula, The maximum duration, in seconds, during which the touch controller may continuously retransmit data packets after a bus congestion recovery. The touch scan cycle is measured in seconds. Indicates rounding up; This represents the number of redundant sampling points corresponding to the vehicle's infotainment processor scheduling delay.

[0022] During the data writing phase, the system will use the same touch timestamp. Corresponding touch centroid X coordinate Touch centroid Y coordinate and touch contact area Packaged and encapsulated as a structured touch data group The circular buffer internally maintains two memory address pointers: the head pointer and the queue pointer. and tail pointer The system will package the currently encapsulated touch data group. Write tail pointer The current memory address is being written to, and the tail pointer is being synchronously moved after the write is complete. Move forward by the address position of one structure length.

[0023] During continuous screen touches, the system performs real-time calculations. and The number of valid data sets between them. When the number of touch data sets stored in the circular buffer equals the preset maximum capacity limit, the limit is determined. In order to maintain a constant preset time span of 200ms, the system adopts an active overwrite mechanism: the latest collected touch data group is overwritten into the head pointer of the queue. The current physical address is used to actively discard the old data corresponding to the earliest timestamp stored at that address, and the head pointer is reset after writing. Move one position forward.

[0024] This preset maximum capacity limit The preset logic is based on the ratio of the physical time span of a human finger completing a single press action to the sampling period of the touchscreen hardware. The calculation formula is as follows: In the formula, The effective observation time window for a single human click-press action is measured in seconds. This refers to the analog-to-digital conversion scanning cycle of the vehicle's touchscreen, measured in seconds. This setting ensures that the queue length is just enough to completely cover one intentional force application process, avoiding data truncation caused by short queues and preventing memory accumulation and computational lag caused by long queues.

[0025] Step 2: When the data sliding queue reaches the set length, extract the touch centroid coordinates from the sampling points at the beginning and end of the queue, and calculate the spatial straight-line distance between the beginning and end sampling points.

[0026] Dividing the linear distance in space by a preset time span yields the centroid slip ratio, which includes: Retrieve the touch centroid coordinates of adjacent sampling points in the data sliding queue, and calculate the displacement vector angle between adjacent sampling points; Calculate the difference between the angles of adjacent displacement vectors to generate the trajectory deflection angle; When the trajectory deflection angle is greater than the preset deflection tolerance value, and the area expansion acceleration calculated at the synchronous moment is less than or equal to zero, the current coordinate movement is determined to be arm inertial drift caused by vehicle bumps. The spatial straight-line distance is calculated using the touch centroid coordinates of the first and last sampling points. The displacement length corresponding to the inertial drift is subtracted to generate the corrected straight-line distance. The centroid slip rate is then obtained by dividing the corrected straight-line distance by the preset time span.

[0027] In one specific embodiment, when the number of touch data groups stored in the data sliding queue in memory reaches a preset maximum capacity limit, the system reads the earliest sampling point pointed to by the head pointer and the latest sampling point pointed to by the tail pointer in the data sliding queue through memory address offset, and records the earliest sampling point as the head sampling point. The latest sampling point is recorded as the tail sampling point. Extract the touch centroid coordinates of the first sampling point. and the touch centroid coordinates of the tail sampling point The coordinate values ​​are all in millimeters. The system calculates the straight-line distance between these two endpoints on the physical plane of the screen. The calculation formula is: This distance represents the total displacement of the user's finger on the screen during this observation time window, measured in millimeters.

[0028] To distinguish whether the displacement is due to the user's active visual exploration or the swaying caused by the vehicle traveling on a bumpy road, the system needs to identify and eliminate high-frequency abnormal fluctuations in the trajectory. The system iterates through all adjacent sampling points in the data sliding queue in chronological order, retrieving the coordinates of the i-th sampling point. Coordinates of the previous sampling point Calculate the angle of the displacement vector formed between two points. To avoid division-by-zero errors on the ordinate axis of the coordinate system, angle calculations are based on the two-parameter arctangent function, as shown in the formula: The resulting angle is measured in radians. Subsequently, the system calculates the absolute difference between the angles of two adjacent displacement vectors to generate the trajectory deflection angle at that sampling moment. .

[0029] After obtaining the trajectory deflection angle, the system performs an inertial drift determination. The first condition for this determination is the trajectory deflection angle. Greater than the preset deflection tolerance value The preset deflection tolerance value The calibration logic is based on the kinematic constraints of the driver's arm: In real-world tests on smooth road surfaces, the driver's active groping trajectory on the screen typically exhibits a smooth curve with continuous curvature, and the average vector deflection angle within adjacent 5 to 10 milliseconds is statistically within 0.15 radians; however, when passing over speed bumps or Belgian-style roads, the high-frequency vibration of the chassis is transmitted to the fingertips via the seat and arm, causing a sawtooth-like mechanical displacement of the finger on the screen, with the instantaneous deflection angle typically greater than 0.4 radians. Therefore, by collecting a large number of touch trajectory samples under real-world vibration conditions, the 5th percentile of the deflection angle distribution is extracted, yielding... The value is set to 0.35 radians as the critical point to distinguish between active smooth exploration and passive mechanical oscillation.

[0030] The second condition for determination is the area expansion acceleration at the synchronization moment. Less than or equal to zero. This parameter is calculated using the discrete second derivative of the touch contact area of ​​three consecutive sampling points in the queue, as shown in the formula. Where S represents the touch contact area, measured in square millimeters. Given a fixed sampling time interval, measured in seconds, the calculated... Dimensions are .when This indicates that the contact area between the finger and the screen is either constant or decreasing, and there is no physical deformation caused by the fingertip pressing firmly against the screen. Only when... and Only when both conditions are met will the system determine that the coordinate movement between the i-th sampling point and the previous sampling point is due to arm inertial drift caused by vehicle bumps, rather than the user's actual operational intention.

[0031] Once inertial drift is determined, the system adds the length of the line segment between the two points to the total drift compensation. In the middle, the calculation formula is: After traversing all the data in the queue, the system uses the previously calculated linear distance in space. Subtract the total drift compensation amount Generate the corrected straight-line distance To prevent excessive compensation due to severe vehicle vibrations, the system imposes a zero-value lower limit constraint on the subtraction result, i.e. Finally, the system will correct the straight-line distance. Divide by the preset time span corresponding to the data sliding queue The centroid slip ratio was calculated. Its dimension is millimeters per second.

[0032] In real-world driving environments, the mechanical impacts experienced by the vehicle chassis inevitably couple to the driver's arm. If the original head-to-tail coordinates are used directly to calculate the slip ratio, this high-frequency mechanical oscillation will be incorrectly counted as the sliding displacement of the user's finger. This leads to an abnormally large denominator in the subsequent slip ratio calculation, which in turn lowers the intent confirmation index, causing the system to refuse to click or exhibit delayed response when the user actually intends to click. This embodiment introduces a joint constraint of the displacement vector deflection angle and the rate of change of area, physically eliminating transient mechanical offsets without intended force from the macroscopic movement trajectory, thus restoring the true exploratory sliding distance of the finger on the screen surface.

[0033] Step 3: Extract the touch contact area of ​​the tail sampling point, middle sampling point and head sampling point from the queue.

[0034] Calculate the difference in touch contact area between the tail end and the middle sampling point, and the difference in touch contact area between the middle and the head sampling point. Subtract the two area differences to obtain the area expansion acceleration.

[0035] Preferably, the step of obtaining the area expansion acceleration includes: Extract the touch contact area of ​​the tail sampling point and the touch contact area of ​​the second to last sampling point in the data sliding queue, and calculate the average to obtain the tail smooth area; Extract the touch contact area of ​​the middle position and the sampling point before the middle position in the data sliding queue, and calculate the average to obtain the middle smooth area; Extract the touch contact area of ​​the first sampling point and the touch contact area of ​​the second positive sampling point in the data sliding queue, and calculate the average to obtain the smooth area of ​​the first end; The area difference is calculated by subtracting the smooth area in the middle from the smooth area at the tail end, and subtracting the smooth area at the head end from the smooth area in the middle. Subtract the two area differences again to obtain the original area change acceleration; if the original area change acceleration is negative, the area expansion acceleration involved in the calculation will be corrected to zero only when calculating the intention confirmation index, and the original touch contact area data in the data sliding queue will be retained.

[0036] It should be noted that the above-mentioned correction of negative values ​​to zero only applies to the area expansion acceleration variable used to calculate the intent confirmation index, and does not change the original touch contact area sequence already stored in the data sliding queue. The system continues to read the latest touch contact area written to the queue. When the latest touch contact area drops to zero, or when the touch contact area shows a decreasing trend over several consecutive sampling periods and eventually falls below the off-screen determination area threshold, it can still determine that the finger is being released or has left the screen. Therefore, the role of negative value correction is to eliminate interference from the area contraction phase on the active press confirmation judgment.

[0037] In one specific embodiment, the system extracts the second derivative of the touch contact area over time, i.e. the area expansion acceleration, based on the records in the data sliding queue through discrete difference operation.

[0038] The system first determines the data index positions of the sampling points at the beginning, middle, and end of the queue. Let the current total length of the data sliding queue be N, the index of the first sampling point be 1, and the index of the last sampling point be N. The index position of the middle sampling point is preset to... The preset logic is to directly take the median point of the entire time observation window and divide the user's touch process into the early contact exploration segment and the later force confirmation segment.

[0039] To eliminate the inherent noise fluctuations generated during the analog-to-digital conversion process at the bottom layer of capacitive touchscreens, the system does not directly use the area value of a single sampling point, but instead performs local mean smoothing processing on adjacent points. The system extracts the touch contact area of ​​the first sampling point in the queue. and the touch contact area of ​​the second positive sampling point The arithmetic mean is used to calculate the smooth area at the beginning. Extraction is in the middle order. and the sampling point before the middle order The touch contact area is used to calculate the smooth area in the middle. Similarly, extract the touch contact area of ​​the tail sampling point. and the touch contact area of ​​the second to last sampling point The smoothed area at the tail end was calculated. The dimensions of the three smoothing area parameters mentioned above are all in square millimeters. The necessity of using the variation of averaging adjacent points lies in the fact that the human fingertip is soft tissue, and its deformation on the screen is a continuous physical spreading process. Furthermore, the analog-to-digital conversion circuit at the bottom of the touchscreen is highly susceptible to capacitance fluctuation noise caused by screen static electricity or external electromagnetic interference during high-frequency scanning. By calculating the average of adjacent points, it is equivalent to applying a very simple low-pass filter in the time domain, smoothing out the underlying noise without consuming excessive computing power, and ensuring the physical accuracy of the area reference value used for differentiation.

[0040] After obtaining the above benchmark values, the system calculates the difference in touch contact area between the tail end and the middle sampling point. And the difference in touch contact area between the middle and the first sampling point. The system then subtracts the two area differences again and divides by the square of the half-window time span to obtain the area expansion acceleration. The calculation formula is as follows: ; In the formula, The time span from the beginning to the middle, measured in seconds, is half of the total preset time span. This formula is a variation of the standard central difference method. Conventional second derivative calculations use the area of ​​adjacent single sampling periods for difference, but this only reflects transient, minute deformations within a few milliseconds and cannot characterize the continuous expansion process on the order of tens of milliseconds when human finger bones exert force. This embodiment uses half a queue window as the difference span, which can directly span the time scale and quantify the macroscopic difference in deformation rate between the initial exploration period and the subsequent pressing period.

[0041] After completing the above calculations, the system performs a non-negativity constraint check on the calculation results. If the obtained area expansion acceleration... If the value is negative, it will be forcibly corrected to 0. The reason is: when A value less than 0 indicates that the increase in the area of ​​the front section is greater than the increase in the area of ​​the back section, or that the total area is shrinking. This corresponds to the user's finger lifting off the screen, or the finger rolling, causing the contact area to decrease. These physical actions do not conform to the intent confirmation characteristics of a downward press.

[0042] Existing technologies typically determine clicks solely based on whether the absolute area exceeds a certain static threshold. This is highly prone to misjudgment when drivers use large fingers like their thumbs for blind exploration, as the initial area of ​​a light touch may already exceed the conventional click threshold. This embodiment does not focus on the absolute size of the area but instead calculates the second-order rate of change of the area over time. Regardless of finger thickness, as long as the user has not truly confirmed the target and applied downward pressure, the area acceleration of the fingertip during its movement will inevitably approach zero; however, once the intention is confirmed and pressure is applied, the compression of the muscles by the bones will inevitably cause the contact area to expand rapidly.

[0043] Step 4: Read the current suspension vibration frequency fed back by the vehicle chassis control module, input the current suspension vibration frequency into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient, and then multiply the basic noise constant by the dynamic compensation coefficient to obtain the constant compensation value.

[0044] Preferably, the step of reading the current suspension vibration frequency fed back by the vehicle chassis control module also includes processing for filtering outlier vibration frequencies: Continuously read the suspension vibration frequency sampling values ​​obtained from the most recent times via the vehicle bus; Calculate the percentage change in two consecutive sampled values; When the percentage change exceeds the normal fluctuation range, the sampled value is determined to be an abnormal jump, the abnormal value is discarded and replaced by the previous valid sampled value. The filtered vibration frequency sample value is input into a low-pass filter for smoothing, and then the smoothed output value is used as the current suspension vibration frequency for mapping and comparison.

[0045] In one specific embodiment, the system reads the current suspension vibration frequency broadcast in real time by the chassis control module via the vehicle controller local area network bus. Considering that the vehicle bus may experience data packet misalignment or signal glitches in complex electromagnetic environments, directly using the raw sampled values ​​can easily lead to divergence in subsequent compensation calculations. Therefore, the system performs outlier filtering processing simultaneously when reading the frequency data.

[0046] The system continuously reads the two most recent acquired suspension vibration frequency samples and records the current sample value as . The last valid sample value was Both have the dimension of Hertz. The system calculates the ratio of the change in amplitude between two adjacent sample values. Its formula is This ratio is a dimensionless value.

[0047] The system judges the proportion of change. Is it greater than the preset frequency mutation tolerance? The frequency mutation tolerance The determination is based on the maximum reliable rate of change of the suspension vibration frequency signal within adjacent sampling periods. Specifically, during the vehicle factory calibration or model adaptation phase, the vehicle is driven over smooth roads, speed bump roads, washboard roads, and Belgian roads, and the suspension vibration frequency sequence output by the chassis control module is continuously collected. And calculate the ratio of the changes in adjacent sample values: ; For all valid road conditions The sample was statistically analyzed, and its 99.5th percentile value was taken, plus a safety margin. The frequency mutation tolerance is obtained as follows: ; This represents the 99.5th percentile value of the proportion of adjacent frequency variations under normal operating conditions. This is a preset safety margin. If calculated in real time... Greater than If the frequency change exceeds the normal physical response range of the chassis control module in adjacent sampling periods, the system will determine the sampled value as an abnormal jump caused by bus interference, message frame errors, or instantaneous sampling anomalies, and replace it with the previous valid sampled value.

[0048] when At that time, the system determines the current sampled value. The abnormal jump caused by bus electromagnetic interference should be actively discarded, and the previous valid sampled value should be used instead. Alternative Participate in subsequent calculations; if Then keep As a valid sample value.

[0049] After anomaly filtering, the system uses a first-order inertial filtering algorithm to smooth the frequency sample values, eliminating minor glitches within the normal fluctuation range. The smoothing calculation formula is modified as follows: ,in This is the current smoothed output value. This represents the previous smoothed output value, with all values ​​in Hertz. (The formula contains...) This is the filter weighting coefficient. The calculation logic for this coefficient is based on the matching relationship between the system sampling interval and the time constant of the chassis mechanical system. The calculation formula is as follows: In the formula, The communication cycle for reporting suspension frequency via the vehicle bus, measured in seconds; The natural damping time constant of the vehicle suspension system, measured in seconds, is derived from the vehicle chassis factory bench test data.

[0050] The necessity of using this variation of the standard first-order filtering formula without introducing a higher-order Chebyshev filter lies in the fact that the computing resources of the vehicle's touch control chip are limited. This variation only requires two multiplications and one addition to complete the iterative calculation, and it does not rely on long-cycle historical data memory, thus meeting the extremely low latency requirements for touch intent recognition. In this embodiment... Setting it to 0.3 emphasizes trusting the smoothing of historical states, thereby flattening out level fluctuations in bus data while preserving the true excitation trend of the road surface.

[0051] Obtain the smoothed current suspension vibration frequency Then, the system inputs it into a pre-calibrated vibration-noise mapping relationship to calculate the dynamic compensation coefficient. The formula for calculating this mapping relationship is: In the formula, The critical point for the basic smooth frequency, in the dimension of Hertz, is set to 3Hz; The vibration compensation gain coefficient, in units of seconds, is set to 0.15s. The calibration process for these two parameters is as follows: In real-vehicle calibration, the test vehicle is driven at different speeds over a smooth asphalt road, a washboard road, and a Belgian road, while simultaneously recording the chassis suspension frequency and the area expansion acceleration background noise when a tester's finger is stationary on the screen surface. Experimental data shows that when the suspension frequency is less than 3Hz, the occupant's arm can completely absorb vibrations through muscle compensation in the shoulder and elbow joints, and the finger touch noise remains essentially unchanged. When the frequency is greater than 3Hz, the arm resonates, and the contact area noise increases approximately linearly with frequency. By performing least-squares linear fitting on the measured scatter data above 3Hz, the slope of the fitted line is extracted, and the final determination is... The value is 0.15s. The resulting dynamic compensation coefficient is... It is a dimensionless multiplier factor that is always greater than or equal to 1.

[0052] In one specific calibration embodiment, the test vehicle was a test vehicle of the same model equipped with a capacitive in-vehicle touchscreen and a chassis control module. The touch sampling frequency was 100Hz, and the chassis suspension sampling frequency was 50Hz. Twelve adults (7 men and 5 women, aged 23 to 48) were tested, all using their right index finger to lightly touch the screen without actively pressing it. The test road surfaces included smooth asphalt, washboard roads, speed bump roads, and Belgian roads, with vehicle speeds set at 20km / h, 40km / h, and 60km / h, respectively. Each tester collected data for 30 seconds under each road surface and speed combination, obtaining no fewer than 432 valid touch-suspension synchronization samples.

[0053] During calibration, abnormal samples involving finger removal from the screen, active heavy presses, and sudden changes in touch area were first removed. Then, samples with suspension vibration frequencies greater than 3Hz were used as linear fitting samples. The vibration frequency was used as the independent variable, and the area expansion acceleration background noise under static touch conditions was used as the dependent variable. The least squares method was employed to fit the vibration-noise mapping relationship. The fitting results show that, within the range greater than 3Hz, the area expansion acceleration background noise increases approximately linearly with the suspension vibration frequency. In this embodiment, the fitting slope corresponds to... Take 0.15s.

[0054] The system extracts the pre-stored baseline noise constant from memory. The fundamental noise floor constant is determined by the following formula: In the formula, The equivalent physical area of ​​a single touch sensing electrode on the screen surface is measured in square millimeters. The maximum equivalent number of switching electrodes caused by touch chip noise during static touch calibration is a dimensionless count. This represents the time period for a single touch scan, measured in seconds. This represents the maximum equivalent contact area disturbance that may be caused by underlying noise during a single touch scan. Since the intent confirmation index of this application uses area expansion acceleration as an effective signal, this area disturbance is divided by the square of the touch scan period to convert it into an upper limit of background noise with the same dimension as area expansion acceleration. This transformation does not imply that the actual finger area necessarily experiences the same magnitude of mechanical acceleration, but rather it is used to normalize the noise resolution of the touch chip to a unified dimension space containing the second-order area change criterion. The system multiplies the basic noise floor constant by the calculated dynamic compensation coefficient to obtain the final constant compensation value. .

[0055] For in-vehicle infotainment screens of different sizes, resolutions, or touch chips... This is determined again during the factory calibration phase of the vehicle model or screen module. The specific calibration method is as follows: The vehicle was kept stationary, and unnecessary loads inside the vehicle that would cause significant electromagnetic interference to the touchscreen were turned off. At least 10 test personnel were selected to lightly touch, but not actively press, the center, four corners, and edges of the screen, continuously collecting data for at least [time value missing] in each area. The sequence of touch contact areas; Based on the original electrode matrix output by the touch chip, the number of electrodes exhibiting abnormal transitions between adjacent scan frames during a static touch state is counted, and the 99th percentile or the maximum stable value is taken as the threshold. ; Calculate based on the arrangement size of the touch electrode array If the touch chip directly outputs the area value, then the smallest area unit corresponding to the unit area resolution is used as the reference value. ; Will Substitute into the formula ;Calculation obtained The data is then written into the vehicle's memory as the basic noise floor constant corresponding to the screen module.

[0056] Existing touch detection mechanisms typically set a fixed area expansion threshold, which works correctly when the vehicle is traveling smoothly. However, when the vehicle enters a bumpy area, high-frequency vibrations from the chassis are transmitted along the seat and the occupant's torso to the fingertips, causing high-frequency passive compression deformation of the fingertips on the screen. This unintentional mechanical deformation can easily generate an area acceleration greater than the fixed threshold, thus deceiving the system and causing false touches. This technical solution accesses underlying chassis dynamic data and quantifies the degree of road bumps using mathematical formulas as a noise amplification weight. When vehicle vibration intensifies, the system automatically raises the area expansion acceleration threshold through calculation, enabling the touch system to have environmental adaptive perception capabilities. It only responds to manually activated presses that exceed the current physical background noise, avoiding false touches caused by vehicle swaying.

[0057] Step 5: Add the constant compensation value to the centroid slip ratio to obtain the slip denominator.

[0058] Dividing the area expansion acceleration by the slip denominator yields the intention confirmation index.

[0059] In one specific embodiment, the system needs to combine the constant compensation value with the centroid slip ratio to construct a slip denominator term representing the non-click intent. In the calculation of the preceding steps, the constant compensation value... The dimensions are And centroid slip ratio The dimension of is millimeters per second. Because the physical dimensions of the two are inconsistent, the system is pre-configured with a slip conversion coefficient. Its dimension is set to millimeters per second. The system multiplies the centroid slip ratio by this slip conversion coefficient, converting it into an equivalent slip noise value with the same dimension as the constant compensation value. Then, the constant compensation value is added to this equivalent slip noise value to obtain the final slip denominator term. The calculation formula is as follows: ; In the above formula, the slip conversion coefficient The preset logic is based on the empirical conversion relationship of contact area fluctuation caused by fingertip sliding on the screen surface. When a finger slides across the screen, the interaction between the soft tissue deformation of the fingertip and the damping of the glass screen surface causes the touch contact area to produce an additional high-frequency deformation. This deformation manifests as area acceleration noise in discrete sampling. The calibration process is as follows: On a smooth test road surface without bumps, a large number of operation samples of testers sliding and groping on the vehicle screen with one finger are collected, and the average value of the additional area expansion acceleration at different sliding speeds is recorded simultaneously; the least squares method is used to perform linear regression fitting on the scatter data of sliding speed-area acceleration, and the slope of the fitted line is extracted as the conversion benchmark. According to the measured data, this slope is usually distributed in the range of 3.0 mm / s to 8.0 mm / s. In this embodiment, based on the friction coefficient standard of the vehicle screen at the factory, the following is used: The preferred value is 5.0 mm / s. The slip denominator term is calculated using this conversion factor. The unified dimension is .

[0060] In one specific calibration embodiment, the test participants consisted of 12 adults, including 7 men and 5 women, aged between 23 and 48 years old. The test participants performed single-finger swipes at six velocity gradients: 5 mm / s, 10 mm / s, 20 mm / s, 40 mm / s, 60 mm / s, and 80 mm / s. Each velocity gradient was repeated 20 times, and each swipe lasted 1 to 2 seconds, resulting in the collection of no fewer than 1440 sets of valid sampling window data.

[0061] During calibration, samples exhibiting obvious off-screen, heavy press, and multi-finger touch were removed. The centroid slip ratio and corresponding area expansion acceleration background component within each sampling window were calculated. A least-squares method was then used to perform a linear regression on the centroid slip ratio versus the area expansion acceleration background component. The fitting results show that the two exhibit an approximately linear relationship under sliding exploration conditions, with a goodness of fit R0. 2 The slope is not lower than 0.86, and the slope distribution within the 95% confidence interval is between 3.0 and 8.0. This embodiment combines the friction coefficient of the screen glass surface, the analytical accuracy of the touch chip area, and the response latency of the vehicle system to... The preferred setting is 5.0.

[0062] Its function is to convert the centroid slip ratio into an equivalent sliding noise value with the same dimension as the area expansion acceleration. Its specific value is calibrated according to the screen surface material, touch sampling frequency and touch area calculation method.

[0063] After obtaining the slip denominator, the system retrieves the area expansion acceleration calculated in the previous steps. The intention confirmation index is calculated by dividing the area expansion acceleration by the slip denominator. The calculation formula is: ; From a signal processing perspective, this formula is essentially a dynamic and adaptive signal-to-noise ratio (SNR) evaluation system. The area expansion acceleration in the numerator represents the effective signal generated by the driver actively pressing down after identifying the target. The slip denominator integrates two main types of interference noise: passive mechanical vibration caused by vehicle movement, characterized by a constant compensation value; and the driver's wandering and groping movements before confirming the target, characterized by the equivalent centroid slip rate. Existing technologies often use a fixed area threshold for click judgment. When the road is bumpy or the finger is dragging and moving, the ambient noise can easily exceed the fixed threshold, causing system malfunctions. This embodiment uses a division model, placing the slip state and ambient vibration as dynamic suppression factors in the denominator. When the vehicle travels on a bumpy road or the driver's finger quickly searches for the target on the screen, the denominator value increases, automatically lowering the exponent output. Only when the finger is relatively still (i.e., the slip rate is close to zero) and a firm press is applied (i.e., the area expansion acceleration is much greater than the current background noise) will the intention confirmation index increase significantly.

[0064] Step 6: Determine whether the intent confirmation index is greater than or equal to the confirmation trigger threshold.

[0065] If the value is greater than or equal to the value, the control at the corresponding coordinate at the end of the queue will respond to the command and the data sliding queue will be cleared.

[0066] Preferably, the step of triggering the control response command at the coordinates corresponding to the tail of the queue includes: Backtrack through the data sliding queue, extract the touch centroid coordinates corresponding to the inflection point where the first derivative of the touch contact area changes from stable to steeply increasing, and mark it as the physical force anchor point that is not affected by soft tissue compression and displacement; Retrieve the affine transformation matrix from the vehicle's infotainment display screen to the interface; Using an affine transformation matrix, the physical force anchor point is mapped and converted into the landing point coordinates in the logical coordinate system of the application interface; Read the dynamic compensation coefficient corresponding to the current suspension vibration frequency and calculate the centroid offset between the physical force anchor point and the sampling point at the end of the queue; when the dynamic compensation coefficient exceeds the set threshold and the centroid offset exceeds the preset offset threshold, without changing the initial hit control, the landing point coordinates are pulled back to the center point of the initial hit control by a distance not exceeding the preset upper limit ratio, and the final response coordinates are generated. In the application interface logical coordinate system, calculate the range of the touch response hot zone associated with the final response coordinates; Send a confirmation click event to the touch response hotspot area to complete the steps of triggering the control response command.

[0067] If the value is less than the specified value, update the data sliding queue and do not trigger the control response command.

[0068] Preferably, the step of updating the data sliding queue and temporarily not triggering the control response command includes: For all touch centroid coordinates stored in the data sliding queue, calculate the straight-line distance between two adjacent sampling points one by one; The actual length of the finger's trajectory on the screen is calculated by summing the straight-line distances between all adjacent sampling points. The tortuosity of the trajectory is obtained by dividing the actual trajectory length by the straight-line distance in space. When the determination of intent confirmation index is less than the confirmation trigger threshold and the trajectory tortuosity is greater than the preset jitter determination threshold, it is determined that the current touch is in a blind touch hesitation state, and the steps of updating the data sliding queue and temporarily not triggering the control response command are executed.

[0069] Preferably, it also includes a step to determine the intention to slide: When the determination intention confirmation index is less than the confirmation trigger threshold and the trajectory tortuosity is less than or equal to the preset jitter determination threshold, the centroid slip rate calculated by the system is read. Compare the relationship between the centroid slip ratio and the preset slip judgment threshold; When the centroid slip ratio is greater than or equal to the preset sliding judgment threshold, the current touch operation is determined to be an interface sliding interaction; Stop calculating the intent confirmation index and transfer the data in the data sliding queue to the page sliding event distribution module of the vehicle system; While transferring the data, the current dynamic compensation coefficient is transmitted to the page sliding event distribution module, so that the sensitivity of sliding tracking is also adjusted synchronously with the degree of road bumps.

[0070] Preferably, the step of updating the data sliding queue and temporarily not triggering control response commands also includes a release step to handle finger removal from the screen: During the period when the control response command is not triggered, the touch contact area in the latest written data sliding queue is continuously extracted; When the newly written touch contact area value is detected to drop to zero, or the touch contact area shows a decreasing trend and falls below the preset off-screen area threshold for multiple consecutive sampling periods, it is determined that the finger has physically left the screen. Send a clear command to the memory manager to clear all cached contents in the data sliding queue, and simultaneously release the suspension and blocking state of the vehicle hardware system for the current coordinates; Before clearing the queue, if the peak value of the intent confirmation index during this touch process reaches a certain percentage of the confirmation trigger threshold but does not ultimately trigger a response, the complete data queue of this touch is written to the accidental touch sample cache area for subsequent periodic updates to the confirmation trigger threshold.

[0071] Samples in the accidental touch sample buffer are updated in batches after a preset number of samples or a preset time period is met, in order to avoid threshold fluctuations caused by a single abnormal operation.

[0072] In one specific embodiment, when the number of valid samples in the falsely touched sample buffer reaches M, or the time since the last threshold update exceeds... When this happens, the system initiates a threshold update process. M can be set from 50 to 200; in this embodiment, M=100. It can be set to 7 days.

[0073] For each false touch sample, the system extracts the maximum intent confirmation index during that touch process. For confirmed click samples, the system extracts the intent confirmation index before triggering the response. The system calculates the 95th percentile of the peak values ​​of the accidental touch sample set. And confirm the 5th percentile of the click sample set. .like Then the new confirmation trigger threshold will be set. Set to an intermediate value between the two: ; like This indicates that the current sample discrimination is insufficient, so the system will not perform a threshold update and will continue to use the original confirmation trigger threshold.

[0074] To prevent sudden threshold changes, the system limits the magnitude of each update: In the formula, The confirmation trigger threshold before the update; The confirmation trigger threshold for the actual write to the system after the update; 'clip' represents the clipping function; Maximum allowable update size in a single instance.

[0075] After the update is complete, the system will mark the samples that have already been used in the calculation in the mistakenly accessed sample cache as used, so as to avoid them being used repeatedly in subsequent updates.

[0076] In one specific embodiment, after calculating the intent confirmation index, the system needs to compare it with a pre-calibrated confirmation trigger threshold to determine the next action flow of the system.

[0077] Let the confirmation trigger threshold be... The preset logic for this dimensionless threshold is based on the statistical standard deviation calculation method of the normal distribution. During the initial calibration phase, the system extracts the set of confirmation indices marked as valid re-presses from the sample library and calculates the arithmetic mean of this set. and standard deviation The calculation formula is defined as follows: By adopting the statistical baseline principle of subtracting three standard deviations from the mean, the set threshold is ensured to cover 99.7% of actual pressing operations, thus mathematically defining the minimum baseline for judging effective force application.

[0078] When the system determines the currently calculated intent confirmation index Greater than or equal to Upon confirming the user's genuine screen click intent, the system proceeds to the landing point extraction and interface response calculation process. During this process, the system does not directly use the latest coordinates at the end of the queue as the click landing point; instead, it performs a backtracking traversal operation. The system calculates the area difference between adjacent sampling points in the data sliding queue in reverse chronological order. The algorithm identifies the first abrupt change in the difference sequence, where it jumps from a stable low value state to exceed a preset baseline increment. This abrupt change represents the initial instant when the fingertip begins to expand rapidly outward due to downward force. The preset baseline increment is calculated based on the minimum physical resolution limit of the screen. The calculation formula is as follows: In the formula, The physical area of ​​a single touch electrode is measured in square millimeters; the constant 4 represents a 2x2 matrix of adjacent electrodes. This is because only when the area variation exceeds a basic 4-electrode matrix can it be confirmed that this is not due to single-point capacitive crosstalk caused by slight finger sweat, but rather a genuine physical outward expansion. The calculated... The dimension is square millimeter.

[0079] The system extracts the coordinates of the touch centroid corresponding to the point and marks it as the physical force anchor point. Its dimension is millimeters. The necessity of adopting this variation is that when the fingertip presses down continuously, the soft tissue will undergo asymmetrical lateral deformation due to the force, causing the coordinates of the tail end of the queue to deviate from the actual skeletal force center; by moving the anchor point forward to the initial moment of force application, the original position of the user's visual aim can be more realistically restored.

[0080] After obtaining the physical force anchor point, the system retrieves the affine transformation matrix from the hardware to the interface from the system's underlying storage. This matrix is ​​generated from the screen's factory calibration parameters and includes the horizontal scaling ratio. Vertical scaling ratio and translation parameters The scaling factor is measured in pixels per millimeter, and the translation parameter is measured in pixels. The system calculates the logical coordinates using a matrix multiplication formula: ,as well as This converts millimeter-level physical coordinates into landing point coordinates in the application interface's logical coordinate system. .

[0081] Subsequently, the system introduces a coordinate rollback compensation mechanism. It should be noted that the dynamic compensation coefficient... The coordinate retraction distance is not determined independently; it is only used to characterize the risk level of mechanical disturbance to the touch coordinates under the current vehicle vibration environment. Whether coordinate retraction is actually performed needs to be determined in conjunction with the centroid offset observed in the touch data sliding queue.

[0082] Specifically, the system reads the dynamic compensation coefficients calculated in the preceding steps. It calculates the distance ΔP between the coordinates of the physical force anchor point and the coordinates of the sampling point at the tail of the queue. This distance ΔP represents the actual coordinate offset caused by the combined effects of fingertip soft tissue spreading, vehicle bumps, and slight arm movements from the moment the user begins to actively apply force to the current sampling time. Only when... Greater than the intervention threshold The system only initiates coordinate shrinkage compensation when ΔP is greater than the preset offset threshold.

[0083] thus, ΔP serves as both a vibration risk assessment condition and an actual coordinate offset assessment condition. This dual-condition constraint avoids the problem of directly determining the coordinate offset based solely on the frequency of suspension vibration; when the vehicle is in a high-frequency but low-amplitude vibration state, if the actual centroid offset ΔP in the touch queue does not exceed the threshold, the system does not perform coordinate retraction.

[0084] When the dynamic compensation coefficient Greater than the intervention threshold At that point, the system determines that the current vehicle vibration frequency has entered a risk range that could easily induce arm resonance. This intervention threshold... The formula is:

[0085] When the dynamic compensation coefficient Greater than the intervention threshold Retraction compensation is performed at appropriate times. This intervention threshold... The formula is In the formula, It serves as the natural resonant frequency reference for the human arm, with the dimension of Hertz; This is the critical point for the basic smooth frequency, already calibrated in the aforementioned calculations, and its dimension is also Hertz. This threshold is only used to determine whether to enter the coordinate compensation candidate state and does not directly represent the finger coordinate offset magnitude. Ultimately, whether compensation is made and the amount of compensation are determined jointly by the actual centroid offset ΔP measured in the touch queue and the control boundary safety margin.

[0086] The system obtains the geometric center coordinates of the control containing the landing point. Calculate the retraction ratio .; This is the distance from the initial landing point coordinates to the center point of the control; To avoid changing the maximum allowable retraction distance of the hit control, take half the distance from the initial landing point coordinates to the nearest boundary of the control.

[0087] like If it is zero, then Take zero.

[0088] The final response coordinates after retraction must still fall within the response hotspot of the initially hit control; if the retraction coordinates will cross the control boundary or change the hit control, then the retraction is canceled.

[0089] Calculated It is a dimensionless decimal, and is constrained to within 0.2 by an upper limit function to prevent excessive offset. The system uses the formula... as well as Pull the landing point back a certain distance towards the center of the control to generate the final response coordinates. Ultimately, the system determines the range of the touch response hotspot associated with the coordinates, sends a confirmation click event to the system, and clears the data sliding queue after the event is dispatched.

[0090] The value 0.2 represents the upper limit of the hard proportionality by which the system pulls back the landing point coordinates to the center of the control. The preset calculation logic for this hard ratio upper limit is based on the physical occlusion boundary of human-computer interaction, and the calculation formula is as follows: In the formula, The effective physical contact radius is the soft tissue deformation of the fingertip when an adult presses the screen hard with their index finger. The dimension is millimeters, and the value is taken as 4.0 mm based on ergonomic statistics. The minimum physical side length of the interactive button control defined in the vehicle system UI design specifications is measured in millimeters. To ensure safe blind operation while driving, the specifications require that the minimum side length not be less than 40.0 mm, meaning the shortest distance from the center point to the edge is 20.0 mm. Dividing the two results in a dimensionless ratio of 0.2.

[0091] The technical reason for setting this upper limit is that when the system retracts the landing point coordinates towards the center of the control to compensate for bumps and slippage, the compensated physical displacement must not exceed the area covered by the user's fingertip actually touching the screen. If the retraction ratio is greater than 0.2, it means that the system forcibly shifts the response coordinates to a pixel area that the user's finger did not actually touch. This would cause a severe visual-tactile misalignment in the interaction, making the user aware that the system is arbitrarily altering the click position. By strictly locking the intervention upper limit within 0.2, it ensures that no matter how severe the underlying chassis bumps, the final response coordinates are always limited to the actual physical shadow range of the finger, thus completing the reverse compensation of mechanical misalignment without being perceived. When the intention confirms the index Less than If the system determines that a valid click event has not yet occurred, it will proceed to state routing. The system retrieves all centroid coordinates stored in the queue, calculates the straight-line distance between adjacent points one by one, and accumulates them to obtain the actual trajectory length. The dimension is millimeters. The system utilizes the actual trajectory length. Divide by the previously calculated straight-line distance between the beginning and end of the space. The trajectory tortuosity, which characterizes the degree of path curvature, is obtained. This parameter is a dimensionless proportional value. Based on geometric principles, the tortuosity of a straight line is always 1.0. The preset jitter threshold is set... Set it to 1.5, when the calculated This indicates that the actual path the finger travels on the screen is much longer than the straight-line distance, which is a typical state of aimless back-and-forth rubbing or blind searching. The system will determine that the current touch is in a state of blind hesitancy, update the data sliding queue, and temporarily refrain from issuing any event commands, while continuing to collect subsequent data.

[0092] If the exponent is less than 3.0, but the trajectory tortuosity is... This indicates that the finger displacement has a clear directionality. The system further reads the previously acquired centroid slip ratio. Compare it with the preset sliding threshold. The comparison is performed. The formula for calculating this threshold is as follows: In the formula, This refers to the standard spacing width of a single column of application icons on the interface, measured in millimeters. The average visual reaction time, measured in seconds, is the time it takes for the driver's gaze to shift from the road to the central control screen and refocus. Based on the driving safety manual, this is set to 0.5 seconds. When the finger's swipe speed on the screen is greater than or equal to this threshold, it indicates that the finger's displacement has exceeded simple local groping and possesses a clear tendency to swipe across icon spacing, thus being identified as an interface swipe interaction. The system immediately stops calculating the intent confirmation index, transfers the data in the queue to the page swipe event distribution module, and simultaneously transmits the current dynamic compensation coefficient. The event distribution module uses this coefficient to dynamically adjust the sliding tolerance, ensuring that the smoothness of scrolling the page on bumpy roads is not affected by high-frequency mechanical jitter.

[0093] During the waiting period before any command is triggered, the system must handle cases where a finger actively leaves the screen. The system continuously monitors the newly written touch contact area. Once detected Reduced to The system then determines that the finger has physically detached. The system subsequently sends a command to the memory manager to clear the cache in the sliding queue and release the hardware system from the suspend / block state of the current coordinates.

[0094] Before clearing the queue, examine the peak value of the maximum intent confirmation index reached during this touch cycle. .like ,in This is the critical suspicion coefficient. The calculation logic for this coefficient is derived from the energy distribution ratio of hesitant clicks to confirm clicks in statistics. The calculation formula is as follows: In the formula, The mean of the intent confirmation index for samples recorded in the prior sample library where users voluntarily gave up after exerting half their effort; To effectively confirm the intent of repeated touch samples, the system uses the mean index. This coefficient is used to define a critical high-risk region below the trigger threshold. Touch data queues falling into this region are written to the false touch sample cache for subsequent periodic updates to confirm the trigger threshold.

[0095] The aforementioned parameter calculation and branching steps construct a full-dimensional classifier for in-vehicle touch intent from a technical implementation perspective. Previous touchscreen algorithms often employed a single, either-or threshold judgment, leading to severe confusion between accidental touches, dragging, and clicking behaviors in complex physical environments. This invention addresses this by introducing pre-extraction of physical force anchor points, eliminating landing point deviations caused by soft tissue spreading and deformation; utilizing dynamic compensation coefficients and a gravity-based retraction algorithm based on the target control center, it directly performs inverse coordinate-based compensation for click slippage caused by mechanical bumps; finally, using a two-level judgment matrix composed of tortuosity and slippage rate, it performs refined classification and triage of uncertain touch intents without disrupting system response. This solves the technical challenge of achieving three-dimensional intent stripping solely based on capacitive screen planar data without adding additional mechanical sensors, significantly improving the operation confirmation rate and blind operation accuracy in bumpy environments.

[0096] Example 2: like Figure 5 As shown, the vehicle-mounted touch response optimization system based on user intent includes a touch acquisition module, a queue buffer module, a slide calculation module, an area change calculation module, a compensation fusion module, and an intent determination and response module. The modules described above are connected via wired and / or wireless means to enable data transmission between them. Touch data acquisition module: used to respond to touch interruption signals reported by the underlying touch screen, and to acquire touch timestamps, touch centroid coordinates and touch contact area at a preset sampling frequency; Queue caching module: Used to write touch timestamps, touch centroid coordinates and touch contact area into the data sliding queue according to the acquisition time sequence, and maintain the sliding update of the queue when the data sliding queue reaches the set length; Slip calculation module: used to extract the touch centroid coordinates of the first and last sampling points from the data sliding queue, calculate the spatial straight-line distance between the first and last sampling points, and divide the spatial straight-line distance by the preset time span to obtain the centroid slip rate; Area change calculation module: used to extract the touch contact area of ​​the tail sampling point, the middle sampling point and the head sampling point from the data sliding queue, calculate the difference between the touch contact area of ​​the tail sampling point and the middle sampling point, and the difference between the touch contact area of ​​the middle sampling point and the head sampling point, and subtract the two area differences to obtain the area expansion acceleration; Compensation fusion module: It is used to read the current suspension vibration frequency fed back by the vehicle chassis control module, input the current suspension vibration frequency into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient, then multiply the basic noise constant by the dynamic compensation coefficient to obtain the constant compensation value, and add the constant compensation value to the centroid slip ratio to obtain the slip denominator term; Intent Determination and Response Module: This module divides the area expansion acceleration by the sliding denominator to obtain the intent confirmation index, and determines whether the intent confirmation index is greater than or equal to the confirmation trigger threshold. If it is greater than or equal to the threshold, the control response command at the corresponding coordinate at the end of the queue is triggered, and the data sliding queue is cleared. If it is less than the threshold, the data sliding queue is updated, and the control response command is not triggered for the time being.

[0097] It should be noted that the interval and threshold sizes are set for ease of comparison. The size of the threshold depends on the amount of sample data and the base number set by those skilled in the art for each set of sample data, as long as it does not affect the proportional relationship between the parameter and the quantized value. Furthermore, the above formulas are all dimensionless calculations, and the formulas are derived from software simulations using a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0098] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0099] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

[0100] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for optimizing touch response in a vehicle based on user intent, the method comprising: include: In response to the touch interruption signal reported by the underlying touch screen, the touch timestamp, touch centroid coordinates and touch contact area are collected at a preset sampling frequency; Write the touch timestamp, touch centroid coordinates, and touch contact area into the data sliding queue according to the acquisition sequence; When the data sliding queue reaches the set length, the coordinates of the touch centroid are extracted from the sampling points at the beginning and end of the queue, and the spatial straight-line distance between the beginning and end sampling points is calculated. Divide the straight-line distance in space by the preset time span to obtain the centroid slip ratio; Extract the touch contact area of ​​the tail sampling point, middle sampling point and head sampling point from the queue; Calculate the difference in touch contact area between the tail end and the middle sampling point, and the difference in touch contact area between the middle and the head sampling point. Subtract the two area differences to obtain the area expansion acceleration. The current suspension vibration frequency is read from the vehicle chassis control module. The current suspension vibration frequency is input into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient. Then, the basic noise constant is multiplied by the dynamic compensation coefficient to obtain the constant compensation value. Add the constant compensation value to the centroid slip ratio to obtain the slip denominator term; Dividing the area expansion acceleration by the slip denominator yields the intention confirmation index; Determine if the intent confirmation index is greater than or equal to the confirmation trigger threshold; If it is greater than or equal to, the control at the corresponding coordinate at the end of the queue will respond to the instruction and the data sliding queue will be cleared. If the value is less than the specified value, update the data sliding queue and do not trigger the control response command. 2.The user-intent-based car-machine touch response method according to claim 1, wherein, The steps of writing the touch timestamp, touch centroid coordinates, and touch contact area into the data sliding queue according to the acquisition sequence include: A fixed-length circular buffer is divided into the memory space of the vehicle's infotainment processor as a data sliding queue; Pack the touch centroid coordinates and touch contact area corresponding to the same touch timestamp into a touch data group; Write the touch data group to the tail position of the circular buffer and update the tail pointer synchronously. When the number of touch data groups stored in the circular buffer exceeds the preset maximum capacity limit, the touch data group corresponding to the earliest timestamp at the head of the queue is actively discarded, and the head pointer is moved forward to maintain the preset time span unchanged. 3.The user-intent-based car-machine touch response method of claim 1, wherein, The step of dividing the spatial straight-line distance by a preset time span to obtain the centroid slip ratio includes: Retrieve the touch centroid coordinates of adjacent sampling points in the data sliding queue, and calculate the displacement vector angle between adjacent sampling points; Calculate the difference between the angles of adjacent displacement vectors to generate the trajectory deflection angle; When the trajectory deflection angle is greater than the preset deflection tolerance value, and the area expansion acceleration calculated at the synchronous moment is less than or equal to zero, the current coordinate movement is determined to be arm inertial drift caused by vehicle bumps. The spatial straight-line distance is calculated using the touch centroid coordinates of the first and last sampling points. The displacement length corresponding to the inertial drift is subtracted to generate the corrected straight-line distance. The centroid slip rate is then obtained by dividing the corrected straight-line distance by the preset time span. 4.The user-intent-based car-machine touch response method of claim 1, wherein, The steps to obtain the area expansion acceleration include: Extract the touch contact area of ​​the tail sampling point and the touch contact area of ​​the second to last sampling point in the data sliding queue, and calculate the average to obtain the tail smooth area; Extract the touch contact area of ​​the middle position and the sampling point before the middle position in the data sliding queue, and calculate the average to obtain the middle smooth area; Extract the touch contact area of ​​the first sampling point and the touch contact area of ​​the second positive sampling point in the data sliding queue, and calculate the average to obtain the smooth area of ​​the first end; The area difference is calculated by subtracting the smooth area in the middle from the smooth area at the tail end, and subtracting the smooth area at the head end from the smooth area in the middle. Subtract the two area differences again to obtain the original area change acceleration; if the original area change acceleration is negative, the area expansion acceleration involved in the calculation will be corrected to zero only when calculating the intention confirmation index, and the original touch contact area data in the data sliding queue will be retained. 5.The user-intent-based car-machine touch response method of claim 1, wherein, The process of reading the current suspension vibration frequency fed back by the vehicle's chassis control module also includes the processing of filtering outlier vibration frequencies: Continuously read the suspension vibration frequency sampling values ​​obtained from the most recent times via the vehicle bus; Calculate the percentage change in two consecutive sampled values; When the percentage change exceeds the normal fluctuation range, the sampled value is determined to be an abnormal jump, the abnormal value is discarded and replaced by the previous valid sampled value. The filtered vibration frequency sample value is input into a low-pass filter for smoothing, and then the smoothed output value is used as the current suspension vibration frequency for mapping and comparison. 6.The user-intent-based car-machine touch response method of claim 1, wherein, The steps to update the data sliding queue and temporarily prevent the control from responding include: For all touch centroid coordinates stored in the data sliding queue, calculate the straight-line distance between two adjacent sampling points one by one; The actual length of the finger's trajectory on the screen is calculated by summing the straight-line distances between all adjacent sampling points. The tortuosity of the trajectory is obtained by dividing the actual trajectory length by the straight-line distance in space. When the determination of intent confirmation index is less than the confirmation trigger threshold and the trajectory tortuosity is greater than the preset jitter determination threshold, it is determined that the current touch is in a blind touch hesitation state, and the steps of updating the data sliding queue and temporarily not triggering the control response command are executed. 7.The user-intent-based car-machine touch response method of claim 6, wherein, It also includes the step of determining the intention to slide: When the determination intention confirmation index is less than the confirmation trigger threshold and the trajectory tortuosity is less than or equal to the preset jitter determination threshold, the centroid slip rate calculated by the system is read. Compare the relationship between the centroid slip ratio and the preset slip judgment threshold; When the centroid slip ratio is greater than or equal to the preset sliding judgment threshold, the current touch operation is determined to be an interface sliding interaction; Stop calculating the intent confirmation index and transfer the data in the data sliding queue to the page sliding event distribution module of the vehicle system; While transferring the data, the current dynamic compensation coefficient is transmitted to the page swipe event distribution module, so that the sensitivity of swipe tracking is also adjusted synchronously with the degree of road bumps.

8. The in-vehicle infotainment touch response method based on user intent according to claim 1, characterized in that, The steps of updating the data sliding queue and temporarily not triggering control response commands also include steps to handle finger release from the screen: During the period when the control response command is not triggered, the touch contact area in the latest written data sliding queue is continuously extracted; When the value of the latest written touch contact area is detected to drop to zero, it is determined that the finger has physically left the screen. Send a clear command to the memory manager to clear all cached contents in the data sliding queue and simultaneously release the suspension and blocking state of the vehicle hardware system for the current coordinates; Before clearing the queue, if the peak value of the intent confirmation index during this touch process reaches a certain percentage of the confirmation trigger threshold but does not ultimately trigger a response, the complete data queue of this touch is written to the accidental touch sample cache area for subsequent periodic updates to the confirmation trigger threshold.

9. The in-vehicle infotainment touch response method based on user intent according to claim 1, characterized in that, The steps to trigger the control response command at the coordinates corresponding to the tail of the queue include: Backtrack through the data sliding queue, extract the touch centroid coordinates corresponding to the inflection point where the first derivative of the touch contact area changes from stable to steeply increasing, and mark it as the physical force anchor point that is not affected by soft tissue compression and displacement; Retrieve the affine transformation matrix from the vehicle's infotainment display screen to the interface; Using an affine transformation matrix, the physical force anchor point is mapped and converted into the landing point coordinates in the logical coordinate system of the application interface; Read the dynamic compensation coefficient corresponding to the current suspension vibration frequency and calculate the centroid offset between the physical force anchor point and the sampling point at the end of the queue; when the dynamic compensation coefficient exceeds the set threshold and the centroid offset exceeds the preset offset threshold, without changing the initial hit control, the landing point coordinates are pulled back to the center point of the initial hit control by a distance not exceeding the preset upper limit ratio, and the final response coordinates are generated. In the application interface logical coordinate system, calculate the range of the touch response hot zone associated with the final response coordinates; Send a confirmation click event to the touch response hotspot area to complete the steps of triggering the control response command.

10. A vehicle-mounted touch response optimization system based on user intent, characterized in that, The method for performing the user intent-based in-vehicle touch response optimization method as described in any one of claims 1-9 includes: Touch data acquisition module: used to respond to touch interruption signals reported by the underlying touch screen, and to acquire touch timestamps, touch centroid coordinates and touch contact area at a preset sampling frequency; Queue caching module: Used to write touch timestamps, touch centroid coordinates and touch contact area into the data sliding queue according to the acquisition time sequence, and maintain the sliding update of the queue when the data sliding queue reaches the set length; Slip calculation module: used to extract the touch centroid coordinates of the first and last sampling points from the data sliding queue, calculate the spatial straight-line distance between the first and last sampling points, and divide the spatial straight-line distance by the preset time span to obtain the centroid slip rate; Area change calculation module: used to extract the touch contact area of ​​the tail sampling point, the middle sampling point and the head sampling point from the data sliding queue, calculate the difference between the touch contact area of ​​the tail sampling point and the middle sampling point, and the difference between the touch contact area of ​​the middle sampling point and the head sampling point, and subtract the two area differences to obtain the area expansion acceleration; Compensation fusion module: It is used to read the current suspension vibration frequency fed back by the vehicle chassis control module, input the current suspension vibration frequency into the pre-calibrated vibration-noise mapping relationship to obtain the dynamic compensation coefficient, then multiply the basic noise constant by the dynamic compensation coefficient to obtain the constant compensation value, and add the constant compensation value to the centroid slip ratio to obtain the slip denominator term; Intent Determination and Response Module: This module divides the area expansion acceleration by the sliding denominator to obtain the intent confirmation index, and determines whether the intent confirmation index is greater than or equal to the confirmation trigger threshold. If it is greater than or equal to the threshold, the control response command at the corresponding coordinate at the end of the queue is triggered, and the data sliding queue is cleared. If it is less than the threshold, the data sliding queue is updated, and the control response command is not triggered for the time being.

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