Adaptive user interface for a vehicle

Abstract

A method for providing information to a vehicle occupant may involve determining one or more inputs using one or more vehicle sensors. The method may further involve determining a layout of each of a multitude of user interface (UI) elements of an infotainment system, at least partially, based on the one or more inputs. The method may also involve providing information to the vehicle occupant by displaying the multitude of UI elements on the infotainment system, at least partially, based on the layout of each of the multitude of UI elements.

Description

[0001] The present description concerns systems and methods for providing information to a vehicle occupant and, in particular, vehicle infotainment system user interface functionality and design.

[0002] To facilitate user interaction with infotainment systems in vehicle applications, various user interface technologies can be employed. Vehicle infotainment systems may include display screens, touch-sensitive controls, physical buttons, voice recognition modules, and / or similar devices to enable interaction with navigation, media playback, climate control, communication systems, and other vehicle functions. In some examples, user interfaces may include configurable layouts or menu structures that adapt based on user preferences. Additionally, infotainment system interfaces can be integrated with external devices via wireless communication protocols, allowing users to access mobile applications, cloud services, or real-time traffic and weather updates.Some vehicle infotainment interfaces also provide multimodal interaction capabilities, such as combining voice commands with haptic feedback or gesture recognition, to improve usability while minimizing driver distraction.

[0003] DE 10 2014 118 957 A1 describes a method for operating a control arrangement for a motor vehicle, in which a touch of at least one button displayed on the control element is detected as an operating action by means of a control element which is arranged on a steering wheel of the motor vehicle and which has a touch-sensitive screen, and in which at least one button is selected from a plurality of buttons for display on the control element by means of a control device and / or in which the display of the at least one button on the control element is adapted, wherein a change of state relating to the motor vehicle and / or a driver of the motor vehicle is detected by means of a detection device and in which the at least one button is selected and / or the display of the at least one button is adapted by means of the control device depending on the detected change of state.

[0004] DE 10 2023 123 205 A1 describes a method for adapting a graphical user interface of an operating device in a motor vehicle to a driving state of the motor vehicle, wherein the driving state is differentiated between a stationary motor vehicle and a motor vehicle in motion.The invention comprises repeatedly determining geopositional data at each acquisition time, which indicate a GNSS-based determined geoposition and / or driving speed of the motor vehicle, and calculating an average speed value from the geopositional data of at least three different acquisition times, and if it is detected that the average speed value is less than a predetermined threshold value, the driving state "stationary" is signaled, and otherwise the driving state "driving", and setting a state-specific interface layout and / or functional scope of the user interfaces assigned to the respective signaled driving state depending on the signaled vehicle status.

[0005] While systems and procedures for vehicle infotainment user interfaces fulfill their intended purpose, there is a need for new and improved systems and procedures for vehicle infotainment system user interface functionality and design to provide information to vehicle occupants.

[0006] Accordingly, the object of the present invention is to provide a system that enables improved provision of information for vehicle occupants and takes into account current conditions when generating user interfaces.

[0007] The problem is solved by the subject matter of the independent claim.

[0008] According to the invention, a method for providing information to a vehicle occupant is provided. The method according to the invention includes determining one or more inputs using one or more vehicle sensors. The method further includes determining a layout of each of a plurality of user interface (UI) elements of an infotainment system, at least partially, based on the one or more inputs. The method further includes providing information to the vehicle occupant by displaying the plurality of UI elements on the infotainment system, at least partially, based on the layout of each of the plurality of UI elements.Furthermore, determining the layout of each of the multiple UI elements also includes determining an importance rating for each of the multiple UI elements, at least partially based on one or more inputs and one or more UI element properties of each of the multiple UI elements. Determining the layout of each of the multiple UI elements may also include determining the layout of each of the multiple UI elements, at least partially based on the importance rating of each of the multiple UI elements. The layout includes at least one location for each of the multiple UI elements on the infotainment system.The distance between the location of each of the multiple UI elements and an edge of the infotainment system is negatively correlated with the importance rating of each of the multiple UI elements.

[0009] In one embodiment, determining the one or more inputs further includes determining the one or more inputs. The one or more inputs include measurements of vehicle operating conditions. The vehicle operating conditions include one or more of the vehicle's speed, acceleration, and vibration.

[0010] In another embodiment, determining the one or more inputs further includes determining the one or more inputs. The one or more inputs contain information about external environmental conditions.

[0011] In another embodiment, determining the one or more inputs further includes determining the one or more inputs. The information about external environmental conditions includes one or more of the following: a weather condition in an environment surrounding the vehicle, and a traffic dust condition in the environment surrounding the vehicle.

[0012] In another embodiment, determining the importance rating of each of the multiple UI elements further includes determining the importance rating of each of the multiple UI elements at least partially based on one or more UI element properties of each of the multiple UI elements. The one or more UI element properties include a UI element purpose of each of the multiple UI elements.

[0013] In another embodiment, determining the importance rating of each of the multiple UI elements further involves determining the importance rating of each of the multiple UI elements at least partially based on one or more UI element properties of each of the multiple UI elements. The UI element purpose of each of the multiple UI elements includes information about an inherent importance of each of the multiple UI elements.

[0014] In another embodiment, determining the importance rating of each of the multiple UI elements further involves determining the importance rating of each of the multiple UI elements at least partially based on one or more inputs. The one or more inputs include the vehicle's speed. The importance rating of each of the multiple UI elements is positively correlated with the vehicle's speed.

[0015] In another embodiment, determining the layout of each of the multiple UI elements further includes determining the layout of each of the multiple UI elements at least partially based on the importance rating of each of the multiple UI elements. The layout includes at least one size of each of the multiple UI elements. The size of each of the multiple UI elements is positively correlated with the importance rating of each of the multiple UI elements.

[0016] According to one use case, a system for providing information to a vehicle occupant is provided by executing a method according to the invention. The system includes one or more vehicle sensors, an infotainment system, and a controller in electrical communication with the one or more vehicle sensors and the infotainment system. The controller is programmed to determine one or more inputs using the one or more vehicle sensors. The controller is further programmed to determine a layout of each of a plurality of user interface (UI) elements of the infotainment system, at least partially, based on an importance rating of each of the multiple UI elements. The importance rating is determined, at least partially, based on the one or more inputs and one or more UI element properties of each of the multiple UI elements.The control system is also programmed to provide information to the vehicle occupant by displaying the multitude of UI elements on the infotainment system, at least partially based on the layout of each of the multiple UI elements.

[0017] In another embodiment, the one or more inputs include measurements of vehicle operating conditions. These vehicle operating conditions include one or more of: an activation state of the vehicle's traction control system and a time-averaged frequency of accelerator pedal actuations.

[0018] In another embodiment, the one or more inputs include information about external environmental conditions. The information about external environmental conditions includes one or more of the following: visibility in an environment surrounding the vehicle, and the distance between the vehicle and the nearest distant vehicle.

[0019] In another embodiment, the controller is further programmed to determine the importance rating of each of the multiple UI elements, at least partially, based on one or more UI element properties of each of the multiple UI elements. These one or more UI element properties include the frequency of use of each of the multiple UI elements.

[0020] In another embodiment, the control system is further programmed to determine the importance rating of each of the multiple UI elements, at least partially, based on a traffic congestion condition. The importance rating of each of the multiple UI elements is positively correlated with the traffic density in the environment surrounding the vehicle.

[0021] In another embodiment, the controller for determining the layout of each of the multiple UI elements is further programmed to determine the layout of each of the multiple UI elements, at least partially, based on the importance rating of each of the multiple UI elements. The layout includes at least one size for each of the multiple UI elements. The size of each of the multiple UI elements is positively correlated with the importance rating of each of the multiple UI elements.

[0022] In another embodiment, the controller for determining the layout of each of the multiple UI elements is further programmed to determine the layout of each of the multiple UI elements, at least partially, based on the importance rating of each of the multiple UI elements. The layout includes at least one location for each of the multiple UI elements on the infotainment system. A distance between the location of each of the multiple UI elements and an edge of the infotainment system is negatively correlated with the importance rating of each of the multiple UI elements.

[0023] The figures described herein serve only the purpose of illustration and are not intended to limit the scope of the present description in any way. Fig. Figure 1 is a schematic representation of a system for providing information to an occupant of a vehicle according to an exemplary embodiment; Fig. Figure 2 is a schematic representation of the interior of the vehicle according to an exemplary embodiment; Fig. Figure 3 is a schematic representation of a first exemplary user interface for an infotainment system according to an exemplary embodiment; Fig. Figure 4 is a flowchart of a method for providing information to a vehicle occupant according to an exemplary embodiment; and Fig. Figure 5 is a schematic representation of a second exemplary user interface for an infotainment system according to an exemplary embodiment.

[0024] The following description is merely exemplary and is not intended to limit the present description, application or uses.

[0025] In aspects of this description, it is advantageous to adapt / modify the layout and / or functionality of a vehicle infotainment system's user interface based on vehicle and / or environmental conditions. Accordingly, this description provides a new and improved system and method for delivering information to a vehicle occupant, taking into account current conditions when generating user interfaces.

[0026] With reference to Fig. Figure 1 illustrates a system for providing information to a vehicle occupant and is generally indicated by reference numeral 10. System 10 is shown with an exemplary vehicle 12. Although a passenger car is illustrated, it is understood that vehicle 12 can be any type of vehicle without deviating from the scope of this description. System 10 generally includes a control unit 14, one or more vehicle sensors 16, and an infotainment system 18.

[0027] The controller 14 is used to implement a method 100 for providing information to a vehicle occupant, as described below. The controller 14 includes at least one processor 20 and a non-volatile, computer-readable storage device or medium 22. The processor 20 can be a custom or commercially available processor, a central processing unit (CPU), a graphics processing unit (GPU), an auxiliary processor among several processors associated with the controller 14, a microprocessor-based semiconductor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally, an instruction-executing device.

[0028] The computer-readable storage device or computer-readable storage medium 22 can, for example, include volatile and non-volatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operating variables while the processor 20 is turned off. The computer-readable storage device or computer-readable storage medium 22 can be implemented using a variety of storage devices, such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represents executable instructions used by the controller 14 to control various systems of the vehicle 12.

[0029] The control unit 14 can also include multiple control units that communicate electrically with each other. The control unit 14 can be connected to additional systems and / or controls of the vehicle 12, which allows the control unit 14 to access data such as speed, acceleration, braking, and steering angle of the vehicle 12.

[0030] The controller 14 communicates electrically with the one or more vehicle sensors 16 and the infotainment system 18. In an exemplary embodiment, the electrical communication is established, for example, using a CAN network, a FLEXRAY network, a local area network (e.g., WiFi, Ethernet, and the like), a network with a serial peripheral interface (SPI), or the like. It is understood that various additional wired and wireless techniques and communication protocols for communicating with the controller 14 are within the scope of this description. It is further understood that, within the scope of this description, the electrical communication also includes the supply of power and / or energy transfer between electrical devices (e.g., using conductive wires and / or wireless power transfer techniques).

[0031] The one or more vehicle sensors 16 are used to acquire information relevant to the vehicle 12. In an exemplary embodiment, the one or more vehicle sensors 16 include sensors to determine performance data and / or operating conditions of the vehicle 12. In a non-limiting example, the one or more vehicle sensors 16 include at least one of the following: an engine speed sensor, an engine torque sensor, an electric drive motor voltage and / or current sensor, an accelerator pedal position sensor, a brake position sensor, a coolant temperature sensor, a cooling fan speed sensor, and a transmission oil temperature sensor.

[0032] In an exemplary embodiment, the one or more vehicle sensors 16 further include a vehicle speed sensor 24. The vehicle speed sensor 24 is used to measure the speed of the vehicle 12. In an exemplary embodiment, the vehicle speed sensor 24 includes a toothed ferromagnetic ring or disc (also known as a reluctor or tone ring) that is mechanically connected to a wheel of the vehicle 12 such that the toothed ferromagnetic ring rotates at the same speed as the wheel of the vehicle 12. The vehicle speed sensor 24 further includes a sensor (e.g.,a wire coil) which is attached near the toothed ferromagnetic ring and is stationary relative to the toothed ferromagnetic ring, so that the sensor experiences an induced alternating voltage due to the changing magnetic field caused by the rotation of the toothed ferromagnetic ring.

[0033] In a non-restrictive example, the induced AC voltage is sinusoidal, and its magnitude and / or frequency is proportional to the rotational speed of the toothed ferromagnetic ring and thus to the vehicle speed. In one exemplary embodiment, the induced AC voltage is transmitted directly to the controller 14 for further processing, for example, using an analog-to-digital converter. In another exemplary embodiment, the vehicle speed sensor 24 further includes a signal conditioning circuit that processes the induced AC voltage before transmission to the controller 14 (e.g., amplifying the induced AC voltage, digitizing the induced AC voltage, encoding the vehicle speed value into a communication protocol, and / or the like).

[0034] It is understood that various additional devices and methods for determining vehicle speed, such as global navigation satellite systems (e.g., GPS), sensors measuring other powertrain components (e.g., transmission speed sensor, electric motor speed sensor, and / or the like), and / or the like, are within the scope of this description. The vehicle speed sensor 24 is in electrical communication with the controller 14, as discussed above.

[0035] In an exemplary embodiment, the one or more vehicle sensors 16 further include an inertial measurement unit (IMU) 26. The IMU 26 is used to determine the orientation, velocity, and gravitational forces acting on the vehicle 12. In an exemplary embodiment, the IMU 26 includes multiple sensors, including accelerometers, gyroscopes, and / or magnetometers. In a non-limiting example, the IMU 26 includes triaxial accelerometers and triaxial gyroscopes integrated into a single unit. The accelerometers measure the linear acceleration along each axis, while the gyroscopes measure the angular velocity about each axis. The IMU 26 processes data from the sensors to calculate the current orientation, velocity, direction, yaw rate (i.e., rate of change of direction), and acceleration of the vehicle 12 in three-dimensional space.The IMU 26 is in electrical communication with the controller 14, as discussed above.

[0036] In another exemplary embodiment, the one or more vehicle sensors 16 further include sensors for determining information about external environmental conditions in an environment 28 surrounding the vehicle 12. In a non-limiting example, the one or more vehicle sensors 16 further include at least one of an ambient air temperature sensor, an air pressure sensor, and / or a global navigation satellite system (GNSS).

[0037] In an exemplary embodiment, the one or more vehicle sensors 16 further include one or more perception sensors capable of perceiving objects and / or measuring distances in the environment 28 surrounding the vehicle 12, such as a camera system 30 and / or a LiDAR sensor 32. It is understood that various additional types of perception sensors, such as ultrasonic distance sensors, radar sensors, and / or time-of-flight sensors, are within the scope of this description.

[0038] The camera system 30 is a perception sensor used to capture images and / or videos of the environment 28 surrounding the vehicle 12. In one exemplary embodiment, the camera system 30 includes a photo and / or video camera positioned to view the environment 28 surrounding the vehicle 12. In a non-limiting example, the camera system 30 includes a camera mounted inside the vehicle 12, for example, in the headliner of the vehicle 12, with a view through the windshield. In another non-limiting example, the camera system 30 includes a camera mounted outside the vehicle 12, for example, on the roof of the vehicle 12, with a view of the environment 28 in front of the vehicle 12.

[0039] In another exemplary embodiment, the camera system 30 is a surround-view camera system comprising multiple cameras (also known as satellite cameras) arranged to provide a view of the surroundings 28 alongside all sides of the vehicle 12. In a non-limiting example, the camera system 30 includes a forward-facing camera (mounted, for example, in a front grille of the vehicle 12), a rear-facing camera (mounted, for example, on a tailgate of the vehicle 12), and two side-facing cameras (mounted, for example, below each of two side mirrors of the vehicle 12). In another non-limiting example, the camera system 30 further includes an additional reversing camera mounted near a centrally mounted high-mounted brake light of the vehicle 12.

[0040] It is understood that camera systems with additional cameras and / or additional mounting locations are within the scope of this description. It is further understood that cameras with different sensor types, including, for example, CCD sensors (CCD = charge-coupled device), CMOS sensors (CMOS = complementary metal oxide semiconductor), and / or HDR sensors (HDR = high dynamic range), are within the scope of this description. Furthermore, cameras with different lens types, including, for example, wide-angle lenses and / or narrow-angle lenses, are also within the scope of this description.

[0041] The LiDAR sensor 32 is used for remote sensing and environmental mapping by emitting laser pulses and measuring the time it takes for the laser pulses to return to the LiDAR sensor 32 after striking objects. In an exemplary embodiment, the LiDAR sensor 32 includes a LiDAR laser source, a LiDAR scanner or mirror, a LiDAR photodetector, and a LiDAR time-of-flight measurement system. In a non-restrictive example, the LiDAR laser source emits laser pulses that travel toward the target area, and the LiDAR scanner directs these pulses in various directions. The emitted laser pulses interact with objects in the environment, and their reflections are detected by the LiDAR photodetector. The LiDAR time-of-flight measurement system calculates the distance to the objects based on the time between the emission of the laser pulses by the LiDAR laser source and the reception of the reflected laser pulses by the LiDAR photodetector.The LiDAR sensor 32 is in electrical communication with the controller 14, as discussed above.

[0042] In another exemplary embodiment, the one or more vehicle sensors 16 further include a vehicle communication system 34 for receiving information from external systems. The vehicle communication system 34 is used by the controller 14 to communicate with other systems outside the vehicle 12. For example, the vehicle communication system 34 includes capabilities for communicating with vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems in a remote call center (e.g., GENERAL MOTORS ON-STAR), and / or personal devices. In general, the term vehicle-to-everything communication (“V2X” communication) refers to communication between the vehicle 12 and any remote system (e.g., vehicles, infrastructure, and / or remote systems).

[0043] In certain embodiments, the vehicle communication system 34 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using IEEE 802.11 standards or using cellular data communication (e.g., using GSMA standards such as SGP.02, SGP.22, SGP.32, and the like). Accordingly, the vehicle communication system 34 may further include an embedded universal integrated circuit (eUICC) configured to store at least one cellular connection configuration profile, for example, an embedded subscriber identity module (eSIM) profile.

[0044] The vehicle communication system 34 is further configured to communicate via a personal network (e.g., Bluetooth), near-field communication (NFC), and / or any additional type of radio frequency communication. However, additional or alternative communication methods, such as a dedicated short-range wireless communication (DSRC) channel and / or mobile telecommunications protocols based on the standards of the 3rd Generation Partnership Project (3GPP), are also considered within the scope of this description. DSRC channels refer to one-way or two-way short- to medium-range wireless communication channels specifically designed for automotive use and a corresponding set of protocols and standards. The 3GPP refers to a partnership between several standards organizations that develop protocols and standards for mobile telecommunications. 3GPP standards are structured as "releases."Thus, communication methods based on 3GPP Release 14, 15, 16 and / or future 3GPP Releases are considered within the scope of this description.

[0045] Accordingly, the vehicle communication system 34 may include one or more antennas and / or communication transceivers for receiving and / or transmitting signals, such as cooperative sensing messages (CSMs). The vehicle communication system 34 is configured to wirelessly communicate information between the vehicle 12 and another vehicle. Furthermore, the vehicle communication system 34 is configured to wirelessly communicate information between the vehicle 12 and infrastructure or other vehicles. It is understood that the vehicle communication system 34 may be integrated into the controller 14 (e.g., on the same circuit board as the controller 14 or otherwise a part of the controller 14) without deviating from the scope of this description.

[0046] In another exemplary embodiment, the one or more vehicle sensors 16 further include sensors for determining information about an environment inside the vehicle 12. In a non-limiting example, the one or more vehicle sensors 16 further include at least one seat occupancy sensor, a cabin air temperature sensor, a cabin motion detection sensor, a cabin camera, a cabin microphone and / or the like.

[0047] It is understood that the one or more vehicle sensors 16 discussed above are merely exemplary and that the one or more vehicle sensors 16 may further include additional and / or alternative sensors without deviating from the scope of the present description.

[0048] The infotainment system 18 is used to provide information to an occupant of the vehicle 12. For the purposes of this description, the occupant includes a driver and / or a passenger of the vehicle 12. In one exemplary embodiment, the infotainment system 18 includes a human-machine interface (HMI) that is within the occupant's line of sight and is capable of displaying text, graphics, and / or images. It is understood that HMI display systems, including LCD displays, LED displays, and the like, are within the scope of this description. Further exemplary embodiments in which the infotainment system 18 is arranged in a rearview mirror are also within the scope of this description.

[0049] In another exemplary embodiment, the infotainment system 18 includes a head-up display (HUD) configured to provide information to the occupant by projecting text, graphics and / or images onto the windscreen of the vehicle 12.

[0050] The text, graphics, and / or images are reflected off the windshield of the vehicle 12 and are visible to the occupant without them having to look away from the road ahead. In another exemplary embodiment, the infotainment system 18 includes an augmented reality head-up display (AR-HUD). The AR-HUD is a type of HUD configured to enhance the occupant's view of the road ahead by overlaying text, graphics, and / or images onto physical objects in the environment surrounding the vehicle 12 within the occupant's field of vision.

[0051] In one exemplary embodiment, the occupant can interact with the infotainment system 18 using a human-interface device (HID) that includes, for example, a touchscreen, an electromechanical switch, a capacitive switch, a rotary knob, and the like. It is understood that additional systems for displaying information to the occupant of the vehicle 12 are also within the scope of this description.

[0052] With reference to Fig. Figure 2 shows a schematic representation of the interior of the vehicle 12, which includes the infotainment system 18. In an exemplary embodiment, the infotainment system 18 includes a touchscreen that is arranged substantially centrally within a passenger compartment of the vehicle 12, for example within a center console / dashboard of the vehicle 12, as shown in Figure 2. Fig. 2 shown. In a non-restrictive example, one or more edges of the infotainment system 18 are defined as edges of the touchscreen, including, for example, a left edge 40a, a top edge 40b, a right edge 40c, and a bottom edge 40d. In a non-restrictive example, in a left-hand drive vehicle, the left edge 40a is closest to a driver of the vehicle 12. In a right-hand drive vehicle, the right edge 40c is closest to a passenger of the vehicle 12. It is understood that the shape, size, position, and configuration of the Fig. The infotainment systems shown in section 18 are merely examples.

[0053] With reference to Fig. Figure 3 shows a first exemplary user interface (UI) 50a for the infotainment system 18. The first exemplary UI 50a includes several UI elements 52 within a first content area 54a and a second content area 54b. The several UI elements 52 are shapes, text, images, and / or the like, intended for interaction with the vehicle occupant 12 (e.g., by selecting, clicking, touching, tapping, dragging, and / or the like). The first content area 54a is used to display one or more currently running applications and / or a start screen. Fig. 3 The home screen is displayed. In a non-restrictive example, the multiple UI elements 52 include multiple application icons 56a, which are displayed on the home screen. The multiple application icons 56a are configured to launch various applications, such as a weather information application, a mobile phone application, a navigation application, a settings application, and / or the like. When the vehicle occupant 12 interacts with one or more of the multiple application icons 56a, an application can be opened and replace the home screen in the first content area 54a.

[0054] The second content area 54b is used to provide quick access to launch important applications and to provide the vehicle occupant 12 with relevant information. In one exemplary embodiment, the second content area 54b is always displayed on the screen, regardless of which application is running or displayed in the first content area 54a. In a non-restrictive example, the multiple UI elements 52 further include multiple control bar icons 56b, which are displayed in the second content area 54b. In a non-restrictive example, the multiple control bar icons 56b include a music application icon 58a, a telephone application icon 58b, a navigation application icon 58c, a settings application icon 58d, and a signal strength indicator icon 58e.

[0055] In an exemplary embodiment, each of the multiple UI elements 52 has one or more UI element properties. In a non-restrictive example, the one or more UI element properties include a UI element type (e.g., button, slider, text, image, etc.), a UI element purpose (e.g., a type of application with which the UI element launches, for example, a weather purpose, a phone purpose, a navigation purpose, etc.), and / or the like. The UI element purpose may further include information about an inherent importance of each of the multiple UI elements 52. For example, a UI element for a navigation application is inherently more important to the driving task than a UI element for a music application.In a non-restrictive example, the one or more UI element properties further include dynamic and / or statistical information about each of the multiple UI elements, 52 such as the frequency of use or selection by the occupant.

[0056] Furthermore, each of the multiple UI elements 52 has a layout. In a non-restrictive example, the layout includes a size, a shape, a rotation angle, a color, a position within the first content area 54a and / or the second content area 54b, and / or the like for each of the multiple UI elements 52. The determination of the layout for each of the multiple UI elements 52 is discussed in more detail below with reference to Procedure 100. It is understood that the above discussed and described in Fig. The first exemplary user interface (UI) shown in 50a is merely exemplary and additional and / or alternative designs, layouts and functionality are within the scope of this description. Furthermore, the Fig. The first exemplary UI shown in Figure 3 (50a) is not necessarily to scale, except that it relates to the relative size of the several UI elements (52) between Fig. 3 and Fig. 5 refers to the points discussed below.

[0057] With reference to Fig. Figure 4 shows a flowchart of method 100 for providing information to a vehicle occupant. Method 100 begins at block 102 and proceeds to block 104. At block 104, the controller 14 determines one or more inputs. In a non-limiting example, the one or more inputs are determined using the one or more vehicle sensors 16. In an exemplary embodiment, the one or more inputs include measurements of vehicle operating conditions, such as, for example, the vehicle's speed 12 (determined, for example, using the vehicle speed sensor 24), the vehicle's acceleration 12 (determined, for example, using the IMU 26), the vehicle's vibration 12 (determined, for example, using the IMU 26), or the activation status of the vehicle's traction control system 12 (i.e., whether it is engaged or disengaged).whether the traction control system is working to prevent skidding (indicating slippery road conditions), a time-averaged frequency of accelerator / brake pedal actuations and / or the like.

[0058] In an exemplary embodiment, the one or more inputs further include information about external environmental conditions, such as, for example, a weather condition in the environment 28 surrounding the vehicle 12 (e.g., determined using information received by the vehicle communication system 34 and / or the camera system 30), a traffic dust condition and / or traffic density in the environment 28 surrounding the vehicle 12 (e.g., determined using information received by the vehicle communication system 34 and / or the camera system 30), visibility in the environment 28 surrounding the vehicle 12 (e.g., determined using the camera system 30), a distance between the vehicle 12 and the nearest distant vehicle (e.g., determined using the LiDAR sensor 32 and / or the camera system 30), and / or the like.It is understood that the one or more inputs discussed above are merely examples and that various additional and / or alternative inputs may be determined in Block 104. After Block 104, Procedure 100 proceeds to Block 106.

[0059] At block 106, the controller 14 determines an importance rating for each of the multiple UI elements 52. Within the scope of this description, the importance rating indicates the importance of each of the multiple UI elements 52 to the occupant of the vehicle 12. In an exemplary embodiment, the controller 14 determines the importance rating for each of the multiple UI elements 52 at least partially based on the one or more inputs determined at block 104 and the one or more UI element properties of each of the multiple UI elements 52. In a non-restrictive example, the importance rating for each of the multiple UI elements 52 is determined using a machine learning model trained to receive the one or more inputs and the one or more UI element properties of each of the multiple UI elements 52 and provide an importance rating as output.

[0060] In another non-restrictive example, the importance score of each of the multiple UI elements 52 is determined using a deterministic algorithm. For example, the importance score is determined as a normalized weighted average of the one or more inputs determined at block 104, where the weights corresponding to each of the one or more inputs are determined based on the one or more UI element properties (e.g., inherent importance). For example, the importance score of each of the multiple UI elements 52 is positively correlated with the inherent importance of each of the multiple UI elements 52.

[0061] In another example, the importance rating of each of the several UI elements 52 is positively correlated with the speed of vehicle 12. In another example, the importance rating of each of the several UI elements 52 is positively correlated with the traffic density in the environment 28 surrounding vehicle 12. In another example, the importance rating of each of the several UI elements 52 is negatively correlated with the distance between vehicle 12 and the nearest distant vehicle. In yet another example, the importance rating of each of the several UI elements 52 is increased by a predetermined amount when the traction control system is active.

[0062] In another example, the importance rating of each of the several UI elements 52 is positively correlated with the time-averaged frequency of accelerator / brake pedal actuations in the vehicle 12. It is understood that the above-discussed methods for determining the importance rating are merely exemplary and that any machine learning-based or non-machine learning-based methods (e.g., mathematical functions, lookup tables, and / or the like) may be used without deviating from the scope of this description. Following Block 106, Method 100 transitions to Block 108.

[0063] At block 108, the controller 14 determines the layout of each of the multiple UI elements 52. In an exemplary embodiment, the controller 14 determines the layout of each of the multiple UI elements 52 at least partially based on the importance rating of each of the one or more UI elements determined at block 106. In an exemplary embodiment, the layout of each of the multiple UI elements 52 is determined using a rule-based algorithm. For example, if the importance rating of a UI element is greater than a first predetermined threshold, the size of the UI element is increased by a predetermined amount (e.g., ten percent) larger than a standard size of the UI element. In another example, if the importance rating of a UI element is greater than a second predetermined threshold, the location of the UI element is moved to a predetermined area of ​​the infotainment system 18.

[0064] In another example, if the importance rating of a UI element is less than a third predetermined threshold, the UI element is not displayed on the infotainment system 18. In another example, if the importance rating of a UI element is greater than a fourth predetermined threshold, the color of the UI element is set to a predetermined color indicating high importance (e.g., red). In yet another example, if the importance rating of a UI element is less than a fifth predetermined threshold, the color of the UI element is set to a predetermined color indicating low importance (e.g., gray).

[0065] In another example, the size of each of the multiple UI elements 52 is correlated with the importance rating of each of the multiple UI elements 52. In a non-restrictive example, the size of each of the multiple UI elements 52 is positively correlated (e.g., proportionally) with the importance rating of each of the multiple UI elements 52. In another example, the location of each of the multiple UI elements 52 is determined based on the importance rating of each of the multiple UI elements 52. In a non-restrictive example, a distance between each of the multiple UI elements 52 and an edge of the infotainment system 18 (e.g., the left edge 40a, the top edge 40b, the right edge 40c, and / or the bottom edge 40d) is negatively correlated with the importance rating of each of the multiple UI elements 52. For example, UI elements with a higher importance rating are located closer to an edge that is closest to the occupant (e.g.,the left edge 40a in a left-hand drive vehicle or the right edge 40c in a right-hand drive vehicle).

[0066] In another non-restrictive example, based on comparing the importance rating of each of the multiple UI elements 52 with one or more thresholds, it is determined that the location of one or more of the multiple UI elements 52 is within one or more predefined areas of the infotainment system 18. For example, the one or more predefined areas may include areas that are easily accessible to the occupant (e.g., areas near an occupant's seating position and / or areas within a clear line of sight for the occupant). The one or more predefined areas may be determined based on the specific shape, size, and position of the infotainment system 18.

[0067] It is understood that the rule-based algorithm examples provided above are merely illustrative and that various additional and / or alternative algorithms, functions, and / or procedures for determining the layout for each of the multiple UI elements 52 are within the scope of this description. In another exemplary embodiment, the layout of each of the multiple UI elements 52 is determined using a machine learning algorithm trained to determine a layout for each of the multiple UI elements 52 based on the importance rating of each of the multiple UI elements 52.

[0068] With reference to Fig. Figure 5 shows a second exemplary user interface (UI) 50b for the infotainment system 18. With reference to Fig. Figures 3-5 illustrate the second exemplary UI 50b, showing exemplary layout changes to the several UI elements 52 compared to the one in Fig. 3. First exemplary UI 50a shown. In an exemplary embodiment, as shown in the second exemplary UI 50b compared to the first exemplary UI 50a, some of the multiple application symbols 56a are not shown in the first content area 54a (e.g., because the importance rating of some of the multiple application symbols 56a is less than the third predetermined threshold), and the remaining multiple application symbols 56a are moved towards the left edge 40a and / or resized. In a non-restrictive example, the remaining multiple application symbols 56a are moved towards the left edge 40a to make it easier for a driver of a left-hand drive vehicle to reach the remaining multiple application symbols 56a. It is understood that in a right-hand drive vehicle, the remaining multiple application symbols 56a can be moved towards the right edge 40c.

[0069] In an exemplary embodiment, as shown in the second exemplary UI 50b compared to the first exemplary UI 50a, some of the multiple control bar icons 56b are not shown in the second content area 54b (e.g., because the importance rating of some of the multiple control bar icons 56b is less than the third predetermined threshold), and the remaining multiple control bar icons 56b are rearranged so that icons with a higher importance rating (e.g., due to higher inherent importance) are closer to the left edge 40a. For example, the navigation application icon 58c is placed closest to the left edge 40a, followed by the phone application icon 58b, and then the music application icon 58a. Furthermore, as shown in the second exemplary UI 50b compared to the first exemplary UI 50a, the multiple control bar icons 56b are enlarged in size (e.g.,because the importance rating of each of the multiple control bar symbols (56b) is greater than the first predetermined threshold).

[0070] It goes without saying that the above-discussed and in Fig. The second exemplary user interface (UI) shown in section 50b is merely exemplary and additional and / or alternative designs, layouts, and functionality are within the scope of this description. Furthermore, the [unclear text] Fig. The second exemplary UI 50b shown is not necessarily to scale, except that it relates to the relative size of the several UI elements 52 between Fig. 3 and Fig. 5 refers. With renewed reference to Fig. 4. Procedure 100 proceeds from block 108 to block 110.

[0071] At Block 110, the controller 14 uses the infotainment system 18 to display the multiple UI elements 52 to provide information to the vehicle occupant 12. In one exemplary embodiment, the controller 14 displays the multiple UI elements 52 at least partially based on the layout of each of the multiple UI elements 52 (i.e., size, location, color, etc.) determined at Block 108. In a non-restrictive example, adjustments to the layout of each of the multiple UI elements 52 are displayed uniformly (e.g., using animations or the like) to help the occupant understand and adapt to changes in the layout of each of the multiple UI elements 52. In another non-restrictive example, the controller 14 uses hysteresis rules or algorithms to limit the frequency and / or speed of changes to the layout of each of the multiple UI elements 52.After block 110, procedure 100 transitions to block 112 to enter a standby state.

[0072] In one exemplary embodiment, the controller 14 repeatedly exits the standby state 112 and restarts the procedure 100 at block 102. In a non-restrictive example, the controller 14 exits the standby state 112 and restarts the procedure 100, for example, every three hundred milliseconds on a timer.

[0073] System 10 and Method 100 of this description offer several advantages. By adapting the layout of UI elements based on characteristics of the vehicle's state and / or characteristics of the external environment, the user interface of the infotainment system 18 adapts to current conditions to increase occupant comfort. For example, by increasing the size of UI elements when relatively high vibration occurs in the vehicle 12, occupants can more easily select the UI elements and control the infotainment system 18. Furthermore, by reducing or eliminating less important UI elements in stressful driving situations (e.g., high traffic density, poor environmental conditions, etc.), the occupant can more easily control the infotainment system 18 while simultaneously mitigating distractions.

Claims

[1] Method (100) for providing information to an occupant of a vehicle (12), wherein the method (100) comprises: Determine (104) one or more inputs using one or more vehicle sensors (16); Determine (108) a layout of each of a multitude of user interface (UI) elements (52) of an infotainment system (18) at least partially based on the one or more inputs; and Providing (110) information to the occupant of the vehicle (12) by displaying the multitude of UI elements (52) on the infotainment system (18) at least partially based on the layout of each of the multitude of UI elements (52); Determining the layout of each of the multiple UI elements further includes the following: Determining an importance rating of each of the multiple UI elements (52) at least partially based on the one or more inputs and one or more UI element properties of each of the multiple UI elements (52); and Determining the layout of each of the several UI elements (52) at least partially based on the importance rating of each of the several UI elements (52); and where determining the layout of each of the multiple UI elements (52) further includes the following: Determining the layout of each of the multiple UI elements (52) at least partially based on the importance rating of each of the multiple UI elements (52), wherein the layout includes at least one location of each of the multiple UI elements (52) on the infotainment system (18) and wherein a distance between the location of each of the multiple UI elements (52) and an edge of the infotainment system is negatively correlated with the importance rating of each of the multiple UI elements (52). [2] Method (100) according to claim 1, wherein determining the one or more inputs further comprises: Determining one or more inputs, wherein the one or more inputs include measurements of vehicle operating conditions and wherein the vehicle operating conditions include one or more of the following: a speed of the vehicle (12), an acceleration of the vehicle (12) and a vibration of the vehicle. [3] Method (100) according to claim 1, wherein determining the one or more inputs further comprises: Determining one or more inputs, wherein the one or more inputs include information about external environmental conditions. [4] Method (100) according to claim 3, wherein determining the one or more inputs further comprises: Determining one or more inputs, wherein the information about external environmental conditions includes one or more of the following: a weather condition in an environment (28) surrounding the vehicle (12), and a traffic dust condition in the environment (28) surrounding the vehicle (12). [5] Method (100) according to claim 1, wherein determining the importance rating of each of the multiple UI elements further comprises: Determining the importance rating of each of the multiple UI elements (52) at least partially based on the one or more UI element properties of each of the multiple UI elements (52), wherein the one or more UI element properties include a UI element purpose of each of the multiple UI elements (52). [6] Method (100) according to claim 5, wherein determining the importance rating of each of the multiple UI elements (52) further comprises: Determining the importance rating of each of the multiple UI elements (52) at least partially based on one or more UI element properties of each of the multiple UI elements (52), wherein the UI element purpose of each of the multiple UI elements (52) includes information about an inherent importance of each of the multiple UI elements (52). [7] Method (100) according to claim 1, wherein determining the importance rating of each of the multiple UI elements (52) further comprises: Determining the importance rating of each of the multiple UI elements (52) at least partially based on the one or multiple inputs, wherein the one or multiple inputs include a speed of the vehicle (12) and wherein the importance rating of each of the multiple UI elements (52) is positively correlated with the speed of the vehicle (12). [8] Method (100) according to claim 1, wherein determining the layout of each of the multiple UI elements further comprises: Determining the layout of each of the multiple UI elements (52) at least partially based on the importance rating of each of the multiple UI elements (52), wherein the layout includes at least one size of each of the multiple UI elements (52) and wherein the size of each of the multiple UI elements (52) is positively correlated with the importance rating of each of the multiple UI elements (52).

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