Electronic rearview mirror field of view compensation method, system and vehicle-mounted equipment

Abstract

The present application provides a method, system and vehicle-mounted device for compensating the field of view of an electronic rearview mirror, wherein the method comprises: obtaining a vehicle status signal, wherein the vehicle status signal comprises a steering wheel angle signal and a vehicle speed signal; comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold; if the vehicle speed value is less than the first vehicle speed threshold, determining the target compensation angle of the display screen of the electronic rearview mirror according to the steering wheel angle corresponding to the steering wheel angle signal and the first field of view compensation strategy; if the vehicle speed value is greater than or equal to the first vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy; and adjusting the field of view of the display screen according to the target compensation angle. Dynamic field of view compensation is performed in combination with the vehicle's speed signal and the steering wheel angle signal, so as to realize adaptive compensation of the driver's field of view under different driving speeds, thereby improving the flexibility and scene adaptability of field of view compensation.

Description

Technical Field

[0001] The present application relates to the technical field of rearview mirror field of view compensation, and in particular to an electronic rearview mirror field of view compensation method, system and vehicle-mounted equipment. Background Art

[0002] With the continuous development and technological innovation of the automotive industry, traditional optical rearview mirrors have gradually revealed their limitations, especially in bad weather conditions, night driving, and limited vision in small spaces. In order to solve these problems, CMS (Camera-Monitor System, also known as electronic rearview mirror) came into being. CMS consists of one or more high-resolution cameras to capture the field of view and send signals to the ECU (Electronic Control Unit) for further processing, and then uses a monitor to provide the driver with a field of view. Compared with traditional rearview mirrors, the CMS system can still provide clear images in bad weather conditions, and has night vision and automatic brightness adjustment functions, which greatly improves driving safety and comfort.

[0003] In the relevant technology, although the CMS system has shown significant advantages in terms of field of view, image clarity and adaptability to different driving environments, there are still some shortcomings in practical applications. The current CMS system usually provides a fixed angle of view and lacks the ability to adjust the field of view in real time according to the dynamic state of the vehicle. Although some have proposed a solution to dynamically determine the field of view compensation angle based on the steering wheel angle, the considerations are single and no decision is made in conjunction with other vehicle states. For example, the higher the speed, the higher the risk factor of the entire vehicle. At this time, the driver usually needs a wider field of view to fully understand the situation around the vehicle and effectively ensure the safe driving of the vehicle. Therefore, the existing CMS system's solution for dynamic compensation of field of view makes users still feel that the field of view is narrow and rigid during use, and there is a situation where it cannot be flexibly adjusted in combination with various vehicle status signals, which affects the driving experience and vehicle safety. Summary of the invention

[0004] In view of the shortcomings of the prior art described above, the present application discloses an electronic rearview mirror field of view compensation method, system and vehicle-mounted equipment, which are used to solve the technical problem in the prior art that the field of view corresponding to the electronic rearview mirror cannot be dynamically adapted and adjusted according to various status signals of the vehicle.

[0005] In a first aspect, the present application provides a method for compensating the field of view of an electronic rearview mirror, the method comprising: obtaining a vehicle status signal, the vehicle status signal comprising a steering wheel angle signal and a vehicle speed signal; comparing a vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold; if the vehicle speed value is less than the first vehicle speed threshold, determining a target compensation angle of a display screen of the electronic rearview mirror according to a steering wheel angle corresponding to the steering wheel angle signal and a first field of view compensation strategy; if the vehicle speed value is greater than or equal to the first vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and a second field of view compensation strategy; and adjusting the field of view of the display screen according to the target compensation angle.

[0006] In one embodiment of the present application, a method for determining the first compensation strategy and the second compensation strategy includes: obtaining a first ratio of an extreme value of a steering wheel angle to an extreme value of a compensation angle, the first ratio representing a steering wheel rotation angle under a unit compensation angle; taking the steering wheel angle as a variable, and constructing a first compensation angle function as the first field of view compensation strategy according to the first ratio and a preset first compensation weight, in which the steering wheel angle, the first compensation weight, and the compensation angle are all linearly proportional, and the first ratio and the compensation angle are linearly inversely proportional; taking the steering wheel angle as a variable, and constructing a second compensation angle function as the second field of view compensation strategy according to the first ratio and a preset second compensation weight, in which the steering wheel angle, the second compensation weight, and the compensation angle are all linearly proportional, the first ratio and the compensation angle are linearly inversely proportional, and the second compensation weight is greater than the first compensation weight.

[0007] In one embodiment of the present application, before determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy, it also includes: comparing the vehicle speed value with a preset second vehicle speed threshold, the second vehicle speed threshold is greater than the first vehicle speed threshold; if the vehicle speed value is greater than or equal to the first vehicle speed threshold, and less than or equal to the second vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy; if the vehicle speed value is greater than the second vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and the third field of view compensation strategy, the third field of view compensation strategy uses the steering wheel angle as a variable, and constructs a third compensation angle function according to the first ratio and a preset third compensation weight, in the third compensation angle function, the steering wheel angle, the third compensation weight and the compensation angle are all linearly proportional, the first ratio and the compensation angle are linearly inversely proportional, and the third compensation weight is greater than the second compensation weight.

[0008] In one embodiment of the present application, the vehicle status signal also includes a turn signal, and the compensation signal priority of the turn signal is higher than the steering wheel angle signal; before comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold, it also includes: judging the on / off state of the turn signal according to the turn signal; if the turn signal is in the off state, entering the comparison operation of the vehicle speed value and the first vehicle speed threshold; if the turn signal is in the on state, determining the target compensation angle according to a fourth field of view compensation strategy, and the fourth field of view compensation strategy is to use a preset compensation angle extreme value as the target compensation angle.

[0009] In one embodiment of the present application, the vehicle status signal also includes a seat sensor signal, and the compensation signal priority of the seat sensor signal is lower than the steering wheel angle signal; before comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold, it also includes: judging whether the steering wheel has rotated according to the steering wheel angle signal; if the steering wheel has rotated, entering the comparison operation of the vehicle speed value and the first vehicle speed threshold; if the steering wheel has not rotated, determining the target compensation angle according to the pressure value corresponding to the seat sensor signal and the fifth field of view compensation strategy.

[0010] In one embodiment of the present application, the method for determining the fifth field of view compensation strategy includes: obtaining the compensation angle extreme value, the pressure critical value and the pressure limit value, the pressure critical value being the minimum pressure value that the seat can withstand that triggers field of view compensation, and the pressure limit value being the maximum pressure value that the seat can withstand; calculating the maximum multiple by which the pressure can be continuously expanded based on the pressure critical value and the pressure limit value; calculating the second ratio of the compensation angle extreme value to the maximum multiple, the second ratio representing the standard compensation angle under unit multiples; taking the pressure value as a variable, and constructing a fourth compensation angle function as the fifth field of view compensation strategy based on the pressure critical value and the second ratio, in which the pressure value, the second ratio and the compensation angle are all linearly proportional, and the pressure critical value and the compensation angle are linearly inversely proportional.

[0011] In one embodiment of the present application, a plurality of pressure sensors are provided on the seat; the target compensation angle is determined according to the pressure value corresponding to the seat sensor signal and the fifth field of view compensation strategy, including: taking the pressure sensor corresponding to the maximum sensor pressure value among the plurality of pressure sensors as the target sensor, and taking the maximum sensor pressure value as the target pressure value; determining the target compensation weight corresponding to the target sensor according to the fourth compensation weight corresponding to each of the pressure sensors, the fourth compensation weight being set according to the position of each of the pressure sensors; and calculating the target compensation angle according to the fourth compensation angle function, the target pressure value and the target compensation weight.

[0012] In an embodiment of the present application, adjusting the field of view of the display image according to the target compensation angle includes: adjusting the display angle of the display image according to the target compensation angle according to a preset adjustment step and adjustment frequency.

[0013] In a second aspect, the present application provides an electronic rearview mirror field of view compensation system, the system comprising: an acquisition module, used to acquire a vehicle status signal, the vehicle status signal comprising a steering wheel angle signal and a vehicle speed signal; a comparison module, used to compare a vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold; a first determination module, used to determine a target compensation angle of a display screen of the electronic rearview mirror according to a steering wheel angle corresponding to the steering wheel angle signal and a first field of view compensation strategy if the vehicle speed value is less than the first vehicle speed threshold; a second determination module, used to determine the target compensation angle according to the steering wheel angle and a second field of view compensation strategy if the vehicle speed value is greater than or equal to the first vehicle speed threshold; and an adjustment module, used to adjust the field of view of the display screen according to the target compensation angle.

[0014] In a third aspect, the present application provides a vehicle-mounted device, comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by one or more processors, the vehicle-mounted device implements the electronic rearview mirror field of view compensation method described in the first aspect.

[0015] As described above, the electronic rearview mirror field of view compensation method, system and vehicle-mounted device provided by the embodiments of the present application have the following beneficial effects:

[0016] First, a vehicle state signal is obtained, which includes a steering wheel angle signal and a vehicle speed signal. Then, a vehicle speed value corresponding to the vehicle speed signal is compared with a preset first vehicle speed threshold. When the vehicle speed value is less than the first vehicle speed threshold, a target compensation angle of the display screen of the electronic rearview mirror is determined according to the steering wheel angle corresponding to the steering wheel angle signal and a first field of view compensation strategy. When the vehicle speed value is greater than or equal to the first vehicle speed threshold, the target compensation angle is determined according to the steering wheel angle and the second field of view compensation strategy. Finally, the field of view of the display screen is adjusted according to the target compensation angle. The field of view compensation strategy is dynamically determined in combination with the real-time vehicle speed signal and steering wheel angle signal of the vehicle. The greater the vehicle speed, the higher the risk factor of the whole vehicle driving after the vehicle deflects, and the need to provide a wider field of view for the driver is fully considered. Therefore, different compensation strategies are selected in combination with the actual steering wheel angle and the vehicle driving speed, and the driver's field of view compensation angle under different driving speeds is determined. The adaptive field of view range can be provided for the driver, so that the driver can fully understand the surrounding conditions of the vehicle, accurately reduce the driver's field of view blind spots, and improve the flexibility and scene adaptability of field of view compensation, thereby further improving driving safety and user experience.

[0017] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0019] Figure 1 is a schematic diagram of an implementation environment of an electronic rearview mirror field of view compensation system shown in an exemplary embodiment of the present application;

[0020] Figure 2 is a flow chart of an electronic rearview mirror field of view compensation method shown in an exemplary embodiment of the present application;

[0021] Figure 3 is a schematic diagram of vehicle steering shown in an exemplary embodiment of the present application;

[0022] Figure 4 is a structural diagram of an electronic rearview mirror system shown in an exemplary embodiment of the present application;

[0023] Figure 5 is a block diagram of an electronic rearview mirror field of view compensation system shown in an exemplary embodiment of the present application;

[0024] Figure 6 It is a structural schematic diagram of a vehicle-mounted device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0025] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0026] It should be noted that the illustrations provided in the following embodiments are only used to illustrate the basic concept of the present application in a schematic manner, and therefore the illustrations only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0027] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0028] The CMS system can still provide clear images under adverse weather conditions, and has night vision function and automatic brightness adjustment function, which greatly improves the safety and comfort of driving. However, the inventors of this application have found that although the CMS system has shown significant advantages in terms of field of view, image clarity and adaptability to different driving environments, there are still some shortcomings in practical applications. The current CMS system usually provides a fixed angle of view and lacks the ability to adjust the field of view in real time according to the dynamic state of the vehicle. Although some have proposed a solution to dynamically determine the field of view compensation angle according to the steering wheel angle, the considerations are single and there is no decision-making combined with other vehicle states. For example, the higher the speed, the higher the risk factor of the whole vehicle. At this time, the driver usually needs a wider field of view to fully understand the situation around the vehicle and effectively ensure the safe driving of the vehicle. Therefore, the existing CMS system's solution for dynamically compensating the field of view makes the user still feel narrow and rigid in the process of use, and there is a situation where it cannot be flexibly adjusted in combination with multiple vehicle status signals, which affects the driving experience and the safety of the whole vehicle.

[0029] Therefore, see Figure 1 , Figure 1 FIG. 1 is a schematic diagram of an implementation environment of an electronic rearview mirror field of view compensation system shown in an exemplary embodiment of the present application. Figure 1 As shown, the implementation environment includes a vehicle 110 and an electronic rearview mirror field of view compensation system 120, wherein the electronic rearview mirror field of view compensation system 120 is embedded in the vehicle 110, and is used to realize the field of view compensation of the electronic rearview mirror in the vehicle 120. The electronic rearview mirror field of view compensation system 120 includes but is not limited to a vehicle system, a vehicle-mounted computer, etc., and dynamically determines a field of view compensation strategy in combination with the vehicle's real-time speed signal and steering wheel angle signal, and fully considers that when the vehicle speed is higher, the risk factor of the whole vehicle driving after the vehicle deflects is higher, and it is necessary to provide the driver with a wider field of view, so that different compensation strategies are selected in combination with the actual steering wheel angle and the size of the vehicle driving speed, and the driver's field of view compensation angle under different driving speeds is determined, which can provide the driver with an adaptive field of view, so that the driver can fully understand the surrounding conditions of the vehicle, accurately reduce the driver's blind spots, and improve the flexibility and scene adaptability of field of view compensation, thereby further improving driving safety and improving user experience.

[0030] First of all, it should be noted that in this application, the electronic rearview mirror field of view compensation is to adjust the display screen corresponding to the electronic rearview mirror to reduce the driver's blind spot. For the electronic rearview mirror, a shooting range is set, that is, the original FOV (Field of view) of the camera, for example, horizontal 60° and vertical 50°. It should be understood that the FOV of different electronic rearview mirrors may be different. For the display screen, the entire field of view of the original FOV is not displayed. The original FOV shooting screen is cropped and displayed. Usually, the cropped field of view screen can meet the driving needs, and the cropped part can be used as a compensation screen to compensate the driver's field of view according to the specific driving situation. In this way, the driver's blind spot in various driving situations can be reduced. For example, if the cropped field of view screen is 45° horizontally and 40° vertically, the angle of the compensation screen can be 15° horizontally and 10° vertically. Therefore, the field of view compensation is the field of view angle in the display screen. It should be understood that the angle of the cropping can be set according to different needs, and there is no specific limitation in the embodiment of this application.

[0031] See also Figure 2 , Figure 2 is a flowchart of an electronic rearview mirror field of view compensation method shown in an exemplary embodiment of the present application. The method can be applied to Figure 1 The implementation environment shown is a schematic diagram. It should be understood that the method may also be applicable to other exemplary implementation environments, and this embodiment does not limit the implementation environment to which the method is applicable.

[0032] like Figure 2 As shown, in an exemplary embodiment, the electronic rearview mirror field of view compensation system method includes at least steps S210 to S250, which are described in detail as follows:

[0033] Step S210, obtaining a vehicle status signal, where the vehicle status signal includes a steering wheel angle signal and a vehicle speed signal.

[0034] It should be noted that the vehicle status signal also includes a turn signal and a seat sensor signal.

[0035] In this embodiment, the vehicle status signal is a real-time status signal of the vehicle, which reflects the actual driving conditions of the vehicle and the driver. Among them, the turn signal indicates whether the vehicle is turning, changing lanes, etc., and can reflect the driver's intention of turning, changing lanes, etc.; the steering wheel angle signal indicates the steering wheel angle, which can reflect the angle at which the driver controls the direction of the vehicle; the vehicle speed signal indicates the speed of the vehicle, which can reflect the speed and movement state of the vehicle; the seat sensor signal indicates the pressure on the seat, which can reflect the driver's sitting posture and body posture.

[0036] It should also be noted that when the turn signal, steering wheel angle signal and seat sensor signal all exist, the field of vision compensation demand in scenarios such as vehicle turning and lane changing is more important. In order to reduce the driver's blind spot when the vehicle turns and changes lanes, the field of vision compensation strategy under the turn signal signal should be given priority. In addition, if there is no turn signal, the steering wheel has an angle, which can also indicate that the vehicle will have a certain deflection angle. Priority should also be given to the driver's field of vision when the vehicle is at a certain deflection angle. When the turn signal and steering wheel angle signal do not exist, if there is a seat sensor signal, the field of vision compensation is performed according to the driver's sitting posture and body posture. Therefore, there is a compensation signal priority among the turn signal, steering wheel angle signal and seat sensor signal, and the order of compensation signal priority is set from high to low as turn signal, steering wheel angle signal and seat sensor signal.

[0037] Specifically, the turn signal, the steering wheel angle signal and the seat sensor signal correspond to different vision compensation strategies. When the turn signal is on, the vision compensation is performed according to the vision compensation strategy corresponding to the turn signal; when the turn signal is off and the steering wheel angle signal is in a valued state, the vision compensation is performed according to the vision compensation strategy corresponding to the steering wheel angle signal; when the turn signal is off, the steering wheel angle signal is in a valueless state, and the seat sensor signal is in a valued state, the vision compensation is performed according to the vision compensation strategy corresponding to the seat sensor signal.

[0038] It should be understood that the states of the turn signal signal include the off state (i.e. the vehicle does not need to turn or change lanes) and the on state (i.e. the vehicle needs to turn or change lanes); the steering wheel angle signal includes a valued state (i.e. the steering wheel has a deflection angle and the vehicle has a deflection angle) and a valueless state (i.e. the steering wheel has no deflection angle and the vehicle has no deflection angle); the seat sensor signal includes a valued state (i.e. the sensor on the seat senses pressure and the driver's sitting posture is tilted) and a valueless state (i.e. the sensor on the seat does not sense pressure and the driver's sitting posture is not tilted).

[0039] It should be noted that, in this embodiment, there are at least two sensors on the seat, namely, one on the left side and one on the right side of the seat. In this way, it can sense whether the driver's sitting posture and body tilt direction are on the left or right side. When the pressure value sensed by the sensor increases significantly, it indicates that the driver is tilting. Therefore, the above-mentioned seat sensor signal is a valued state in which the pressure value needs to exceed a certain value, and the value can be set according to the specific situation.

[0040] It should also be noted that the electronic rearview mirror is divided into a left and a right electronic rearview mirror, which correspond to the left and right display screens respectively. If the left turn signal is on, the steering wheel is turned to the left, and the pressure value of the left sensor exceeds a certain value, the display screen on the left display screen will be compensated to the left to enhance the left rear view; conversely, if the right turn signal is on, the steering wheel is turned to the right, and the pressure value of the right sensor exceeds a certain value, the display screen on the right display screen will be compensated to the right to enhance the right rear view.

[0041] In this embodiment, the current field of view compensation strategy is determined according to the order of priority of the compensation signal, and field of view compensation is flexibly performed in different driving situations according to vehicle-related signals, thereby improving the flexibility and scene adaptability of field of view compensation.

[0042] Step S220: comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold.

[0043] Step S230: If the vehicle speed value is less than the first vehicle speed threshold, a target compensation angle of the display screen of the electronic rearview mirror is determined according to the steering wheel angle corresponding to the steering wheel angle signal and the first field of view compensation strategy.

[0044] Step S240: If the vehicle speed value is greater than or equal to the first vehicle speed threshold, a target compensation angle is determined according to the steering wheel angle and the second field of view compensation strategy.

[0045] Step S250: adjusting the field of view of the display image according to the target compensation angle.

[0046] In this embodiment, different field of view compensation strategies are dynamically determined in combination with the vehicle's real-time speed signal and steering wheel angle signal, taking into full consideration that the greater the vehicle speed, the higher the risk factor of the entire vehicle after the vehicle deflects, and the need to provide the driver with a wider field of view. Therefore, different compensation strategies are selected in combination with the actual steering wheel angle and the vehicle's driving speed, and the driver's field of view compensation angle under different driving speeds is determined. This can provide the driver with an adaptive field of view, enable the driver to fully understand the vehicle's surrounding conditions, accurately reduce the driver's blind spots, and enhance the flexibility and scene adaptability of field of view compensation, thereby further improving driving safety and enhancing user experience.

[0047] In one embodiment, a method for determining the first compensation strategy and the second compensation strategy includes: obtaining a first ratio of an extreme value of a steering wheel angle to an extreme value of a compensation angle, the first ratio representing a steering wheel rotation angle under a unit compensation angle; taking the steering wheel angle as a variable, constructing a first compensation angle function as a first field of view compensation strategy according to the first ratio and a preset first compensation weight, in which the steering wheel angle, the first compensation weight and the compensation angle are all linearly proportional, and the first ratio and the compensation angle are linearly inversely proportional; taking the steering wheel angle as a variable, constructing a second compensation angle function as a second field of view compensation strategy according to the first ratio and a preset second compensation weight, in which the steering wheel angle, the second compensation weight and the compensation angle are all linearly proportional, the first ratio and the compensation angle are linearly inversely proportional, and the second compensation weight is greater than the first compensation weight.

[0048] In this embodiment, the compensation angle extreme value refers to the maximum compensation angle, that is, the maximum field of view angle that the display screen can adjust for compensation. For example, the original FOV is 60° horizontally, and the cropped field of view is 45° horizontally. When the horizontal adjustment is performed, the maximum compensation angle is 15° horizontally. The steering wheel angle extreme value refers to the maximum angle corresponding to the steering wheel under the maximum wheel angle. Therefore, the steering wheel angle extreme value can be determined according to the maximum wheel angle. The maximum wheel angle is usually the wheel angle corresponding to the vehicle when turning, and can be set according to specific circumstances. The steering wheel angle extreme value can be determined according to the steering ratio of the vehicle and the maximum wheel angle. The steering ratio refers to the ratio of the steering angle of the steering wheel to the steering angle of the wheel. Each vehicle has a corresponding steering ratio. The steering wheel rotation angle under a unit compensation angle is the steering wheel angle corresponding to a compensation angle of 1°. For example, the steering wheel angle corresponding to a compensation angle of 1° is 3.6°.

[0049] It should also be noted that the higher the vehicle speed, the higher the risk factor of the vehicle. In order to improve the safety of vehicle driving, the driver usually needs to fully understand the situation around the vehicle, that is, it is necessary to provide the driver with a wider field of view. Therefore, under the same steering wheel angle, the higher the vehicle speed, the larger the required field of view compensation angle is, in order to achieve the purpose of expanding the driver's field of view. Therefore, the second compensation weight is greater than the first compensation weight, so as to distinguish the first field of view compensation strategy from the second field of view compensation strategy, that is, under the same steering wheel angle, the compensation angle corresponding to the first field of view compensation strategy is smaller than the compensation angle corresponding to the second field of view compensation strategy. The first compensation weight and the second compensation weight can be obtained according to the compensation angle accuracy test to adapt to the scene of adaptive compensation based on the steering wheel signal at different speeds. In this way, the reliability of the first field of view compensation strategy and the second field of view compensation strategy is guaranteed.

[0050] See also Figure 3 , Figure 3 is a schematic diagram of a vehicle steering shown in an exemplary embodiment of the present application, such as Figure 3 As shown, the vehicle turns from P1 to P2 by turning the steering wheel, which is regarded as a left turn based on the left turn signal. At this time, if the maximum wheel angle is 30° and the steering ratio is 1.8, the steering wheel angle extreme value is 54° according to the conversion formula between the wheel angle and the steering wheel angle. If the original FOV is horizontally 60° and the horizontal angle is 45° after cropping, that is, the compensation angle extreme value is horizontally 15°, then 54° is divided by 15°, and the corresponding steering wheel angle is 3.6° when the compensation angle is 1°.

[0051] The conversion formula between wheel angle and steering wheel angle is:

[0052] Formula (1)

[0053] in, represents the wheel angle, Indicates the steering wheel angle, Indicates the steering ratio.

[0054] The first compensation angle function is:

[0055] Formula (2)

[0056] in, represents the first compensation weight, k represents the first ratio, Indicates the steering wheel angle, Indicated in The target compensation angle is as follows.

[0057] The second compensation angle function is:

[0058] Formula (3)

[0059] in, represents the second compensation weight, k represents the first ratio, Indicates the steering wheel angle, Indicated in The target compensation angle is as follows.

[0060] In one embodiment, before determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy, it also includes: comparing the vehicle speed value with a preset second vehicle speed threshold, the second vehicle speed threshold is greater than the first vehicle speed threshold; if the vehicle speed value is greater than or equal to the first vehicle speed threshold, and less than or equal to the second vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy; if the vehicle speed value is greater than the second vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and the third field of view compensation strategy, the third field of view compensation strategy uses the steering wheel angle as a variable, and constructs a third compensation angle function according to the first ratio and a preset third compensation weight, in the third compensation angle function, the steering wheel angle, the third compensation weight and the compensation angle are all linearly proportional, the first ratio and the compensation angle are linearly inversely proportional, and the third compensation weight is greater than the second compensation weight.

[0061] In this embodiment, the situation where the vehicle speed value is greater than the first vehicle speed threshold is divided into two types. In this way, the vehicle speed range is further divided, and different compensation angle functions are formulated, which further improves the accuracy of the target compensation angle calculated in different vehicle speed ranges and the reliability of the field of view provided to the driver, thereby enhancing the effect of field of view compensation.

[0062] The third compensation angle function is:

[0063] Formula (4)

[0064] in, represents the third compensation weight, k represents the first ratio, Indicates the steering wheel angle, Indicated in The target compensation angle is as follows.

[0065] For example, the first vehicle speed threshold is set to 60km / h, and the second vehicle speed threshold is set to 100km / h. If the vehicle speed value is less than 60km / h, the first field of view compensation strategy is determined as the target compensation strategy, if the vehicle speed value is greater than or equal to 60km / h and less than or equal to 100km / h, the second field of view compensation strategy is determined as the target compensation strategy, and if the vehicle speed value is greater than 100km / h, the third field of view compensation strategy is determined as the target compensation strategy.

[0066] In a possible embodiment, there may be multiple vehicle speed intervals, each corresponding to a different field of view compensation strategy. The difference lies in the different compensation weights, which are not limited to the first vehicle speed threshold and the second vehicle speed threshold set above. In this way, when compensation is performed using the field of view compensation strategy corresponding to the steering wheel angle signal, the effect of field of view compensation at different vehicle speeds can be further enhanced.

[0067] It should also be noted that the value of the vehicle speed threshold can be determined based on a field of view compensation accuracy test to ensure the reliability of the field of view compensation strategy corresponding to each vehicle speed interval.

[0068] As a possible embodiment, the setting of the compensation weight value is shown in Table 1:

[0069] Table 1: Weight distribution table

[0070]

[0071] Take the steering wheel angle of 3.6° corresponding to the compensation angle of 1° as an example. If the vehicle is traveling at a speed of 50km / h and the steering wheel angle is 18°, the target compensation angle is 1×18 / 3.6=5°, that is, the original 45° field of view is expanded by 5° for compensation. If the vehicle is traveling at a speed of 80km / h and the steering wheel angle is 18°, the target compensation angle is 1.1×18 / 3.6=5.5°, that is, the original 45° field of view is expanded by 5.5° for compensation. If the vehicle is traveling at a speed of 115km / h and the steering wheel angle is 18°, the target compensation angle is 1.2×18 / 3.6=6°, that is, the original 45° field of view is expanded by 6° for compensation. It can be seen that under the same steering wheel angle, the greater the vehicle speed, the greater the corresponding target compensation angle. When the driving risk factor is higher, it provides the driver with a wider field of view, meets the driver's field of view requirements for safe driving, and effectively ensures the safe driving of the vehicle.

[0072] In one embodiment, the vehicle status signal also includes a turn signal, and the compensation signal priority of the turn signal is higher than the steering wheel angle signal; before comparing the vehicle speed value corresponding to the vehicle speed signal with the preset first vehicle speed threshold, it also includes: judging the on / off state of the turn signal according to the turn signal; if the turn signal is in the off state, entering the comparison operation of the vehicle speed value and the first vehicle speed threshold; if the turn signal is in the on state, determining the target compensation angle according to the fourth field of view compensation strategy, and the fourth field of view compensation strategy is to use the preset compensation angle extreme value as the target compensation angle.

[0073] In this embodiment, if the turn signal is on, the target compensation angle is determined according to the fourth field of view compensation strategy, wherein the fourth field of view compensation strategy is to use the preset compensation angle extreme value as the target compensation angle, that is, when the turn signal is on, the field of view compensation strategy is full compensation. Taking the above compensation angle extreme value of 15° as an example, the target compensation angle at this time is 15° to meet the driver's steering or lane change needs.

[0074] In one embodiment, the vehicle status signal also includes a seat sensor signal, and the compensation signal priority of the seat sensor signal is lower than that of the steering wheel angle signal; before comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold, it also includes: judging whether the steering wheel has turned according to the steering wheel angle signal; if the steering wheel has turned, entering the comparison operation of the vehicle speed value and the first vehicle speed threshold; if the steering wheel has not turned, determining the target compensation angle according to the pressure value corresponding to the seat sensor signal and the fifth field of view compensation strategy.

[0075] In this embodiment, if the turn signal is off and the steering wheel is not turned, when the seat pressure meets the field of view compensation requirement, the target compensation angle is determined according to the field of view compensation strategy corresponding to the seat sensor signal to meet the driver's additional field of view compensation requirement.

[0076] In one embodiment, a method for determining the fifth field of view compensation strategy includes: obtaining the compensation angle extreme value, the pressure critical value and the pressure limit value, the pressure critical value being the minimum pressure value that the seat can withstand that triggers the field of view compensation, and the pressure limit value being the maximum pressure value that the seat can withstand; calculating the maximum multiple by which the pressure can be continuously expanded based on the pressure critical value and the pressure limit value; calculating the second ratio of the compensation angle extreme value to the maximum multiple, the second ratio representing the standard compensation angle under unit multiples; taking the pressure value as a variable, and constructing a fourth compensation angle function as the fifth field of view compensation strategy based on the pressure critical value and the second ratio, in the fourth compensation angle function, the pressure value, the second ratio and the compensation angle are all linearly proportional, and the pressure critical value and the compensation angle are linearly inversely proportional.

[0077] In this embodiment, the pressure threshold can be set according to the driver's weight and the seat area, wherein the user can set the driver's weight based on his own weight, and set a personalized fifth field of view compensation strategy for the user. For example, taking a driver weighing 75Kg and a seat of 0.6×0.6 square meters as an example, a 75Kg driver sits on a seat of 0.6×0.6 square meters, wherein the pressure applied per square centimeter is 75 / 0.6×0.6 / 10000=0.02KPa, that is, the pressure P normally obtained by the sensor is about 0.02KPa. In order to avoid unnecessary field of view compensation caused by a slight increase in the pressure value, a value can be set as the pressure threshold value based on 0.02KPa, such as defining double the pressure, that is, 0.04Kpa as the pressure threshold value, and reaching and exceeding this value triggers the field of view compensation requirement. The pressure limit refers to the maximum pressure, which can be set according to the driver's weight and the minimum contact area between the driver and the seat. For example, a driver weighing 75 kg sits on a seat of 0.6×0.6 square meters. If the minimum contact area is approximately 0.1×0.1 square meters, the pressure limit is 75 / 0.1×0.1 / 10000=0.75 KPa.

[0078] In this embodiment, the maximum multiple by which the pressure can be continuously expanded is calculated based on the pressure critical value and the pressure limit value, and the pressure critical value is 0.04KPa, the pressure limit value is 0.75KPa, and the normal pressure P is about 0.02KPa. According to 0.04×2×2×2×2=0.64KPa<0.75KPa, under the normal pressure P, the pressure P may be continuously expanded n=5 times. It should be understood that if the double pressure, i.e., 0.04KPa, is defined as the pressure critical value, then when n<2, the field of view compensation is not performed.

[0079] In this embodiment, the extreme value and the maximum multiple of the compensation angle are calculated to obtain a second ratio, that is, the standard compensation angle of the displayed image at a unit multiple. If the extreme value of the compensation angle is 15° and the maximum multiple is 5 times, then the standard compensation angle of the displayed image at a unit multiple is 15° divided by 5, which is 3°, that is, the standard compensation angle of the displayed image at a unit multiple of increased pressure is 3°.

[0080] The fourth compensation angle function is:

[0081] Formula (5)

[0082] Where b represents the second ratio, represents the pressure value, q represents the critical pressure value, Indicates the pressure increase multiple, express The target compensation angle is as follows.

[0083] For example, the sensor pressure value reaches 0.08Kpa, the critical pressure value is 0.04Kpa, and the compensation angle of the display screen is 3° when the pressure increases by a unit multiple, then the target compensation angle is 6°.

[0084] In this embodiment, a scene in which a human body sits in the driving seat and leans to the left or right to look at the display screen in order to obtain a wider field of view is simulated. Generally, the more the body leans to the left or right, the greater the pressure will be, and the larger the angle that needs to be compensated will be. Therefore, the field of view compensation angle is determined according to the increase multiple of the pressure value, which meets the driver's field of view compensation needs. The pressure value is used as a variable, and according to the pressure critical value and the second ratio, a fourth compensation angle function is constructed as the fifth field of view compensation strategy. In this way, the reliability and accuracy of the fifth field of view compensation strategy are ensured.

[0085] In one embodiment, the field of view of the display image of the electronic rearview mirror is adjusted according to the target compensation strategy, including: adjusting the display angle of the display image according to the first target compensation angle according to a preset adjustment step and adjustment frequency.

[0086] In this embodiment, for example, when the field of view compensation is performed on the left display screen, the right display screen is not adjusted by default, and after the adjustment reference in the display screen of the left display screen (the right edge of the display screen) is determined, the target compensation angle is adjusted to the left side of the display screen, and is adjusted according to a preset adjustment step and adjustment frequency, for example, 1° is adjusted per millisecond, and the reference remains unchanged; for example, when the field of view compensation is performed on the right display screen, the left display screen is not adjusted by default, and after the adjustment reference in the display screen of the right display screen (the left edge of the display screen) is determined, the target compensation angle is adjusted to the right side of the display screen, and is adjusted according to a preset adjustment step and adjustment frequency, for example, 1° is adjusted per millisecond, and the reference remains unchanged.

[0087] In this embodiment, the final target compensation angle is determined through various field of view compensation strategies, and the cropped field of view is controlled to be gradually restored in a linear manner according to the target compensation angle, thereby avoiding the problem of sudden field of view changes, ensuring driving safety, and improving user experience.

[0088] It should be noted that when the adjustment exceeds the upper limit of the angle, the adjustment is performed with the compensation angle extreme value as the limit, and the situation is reported in the form of a message signal.

[0089] In a possible embodiment, the cropped field of view is represented by pixels. The correspondence between the angle and the pixel value can be used to determine how many pixels are included in 1°, thereby determining the number of pixels that need to be compensated based on the calculated target compensation angle, and performing field of view compensation with the adjustment step and adjustment frequency corresponding to the pixels. For example, the pixels of the cropped field of view are 1280*720, and the left display screen needs to compensate 5° to the left, corresponding to 40 pixels, and the field of view compensation is performed at 8pixel / 20ms (8 pixels every 20ms).

[0090] In a possible embodiment, whether to adjust the left display screen or the right display screen can be determined based on the direction information carried in the turn signal, the steering wheel angle signal, and the seat sensor signal.

[0091] In a possible embodiment, when the field of view is adjusted, a prompt icon is displayed on the display screen, that is, the direction of the field of view compensation.

[0092] In one embodiment, a plurality of pressure sensors are provided on the seat; a target compensation angle is determined according to a pressure value corresponding to a seat sensor signal and a fifth field of view compensation strategy, including: taking a pressure sensor corresponding to a maximum sensor pressure value among the plurality of pressure sensors as a target sensor, and taking the maximum sensor pressure value as a target pressure value; determining a target compensation weight corresponding to the target sensor according to a fourth compensation weight corresponding to each pressure sensor, the fourth compensation weight being set according to a position of each pressure sensor; and calculating the target compensation angle according to a fourth compensation angle function, the target pressure value and the target compensation weight.

[0093] In this embodiment, a plurality of sensors are provided on the seat, namely, two or more sensors are provided on both the left and right sides of the seat, so that the problem of not performing field of view compensation in time when the driver has a field of view compensation demand due to failure to obtain pressure value can be avoided.

[0094] In this embodiment, since there are multiple pressure sensors on both the left and right sides, the target compensation angle is determined based on the maximum value among the pressure sensors on one side, thus effectively meeting the driver's field of vision compensation needs.

[0095] In this embodiment, there are multiple pressure sensors on both sides. It should be understood that the multiple sensors on the left and right sides are set at different positions. When the pressure sensors at different positions are at the maximum pressure, it indicates that the driver's roll angle or force is different. Therefore, when the sensors at different positions sense the maximum pressure and determine the compensation angle, the calculated target compensation angle is different. Therefore, the pressure sensors at different positions are set with different compensation weights, that is, the fourth compensation weight, wherein the compensation weight is set according to the specific situation. In this way, the target compensation angle can be further determined to more accurately meet the driver's field of vision compensation needs.

[0096] It should also be noted that the final target compensation angle of the display screen is calculated according to the fourth compensation angle function, the target pressure value and the target compensation weight, that is, the target pressure value is substituted into the above formula (5) to calculate a compensation angle, and then multiplied by the target compensation weight to obtain the final target compensation angle.

[0097] As a possible embodiment, 9 evenly distributed sensors are provided on the driver's seat of the vehicle, which are named S1, S2, S3, S4, S5, S6, S7, S8, and S9 from left to right and from top to bottom. If S1 corresponds to the maximum value, the final target compensation angle is calculated based on the maximum value and the compensation weight corresponding to S1.

[0098] See also Figure 4 , Figure 4 is a schematic diagram of an electronic rearview mirror system shown in an exemplary embodiment of the present application. The electronic rearview mirror system uses the above-mentioned electronic rearview mirror field of view compensation method, or includes an electronic rearview mirror field of view compensation system. Figure 4 As shown in the figure, the left / right camera corresponds to the electronic rearview mirror on the left and right sides respectively, and is connected to the controller through GMSL (Gigabit Multimedia Serial Links). The controller is the center of the entire system. It receives data from the camera and sends the processed image to the corresponding display screen through GMSL. Among them, the light sensor may be used to adjust the brightness of the display screen; the streaming camera and the streaming display screen are also connected to the controller through GMSL. The streaming camera can be used as a recorder or panoramic image, etc. The streaming display screen is responsible for displaying some additional video information and can provide more advanced electronic rearview mirror functions. In addition, the controller connects to the gateway through two different communication protocols, ETH (Ethereum) and CAN (Controller Area Network), and can interact with other vehicle systems, integrating the electronic rearview mirror system into the overall network of the vehicle to achieve function and information sharing.

[0099] The above-mentioned electronic rearview mirror field of view compensation method first obtains a vehicle state signal, which includes a steering wheel angle signal and a vehicle speed signal, and then compares the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold. When the vehicle speed value is less than the first vehicle speed threshold, the target compensation angle of the display screen of the electronic rearview mirror is determined according to the steering wheel angle corresponding to the steering wheel angle signal and the first field of view compensation strategy. When the vehicle speed value is greater than or equal to the first vehicle speed threshold, the target compensation angle is determined according to the steering wheel angle and the second field of view compensation strategy. Finally, the field of view of the display screen is adjusted according to the target compensation angle, and the real-time speed of the vehicle is combined. The visual field compensation strategy is dynamically determined based on the steering wheel angle signal and the steering wheel angle signal. It fully considers that the higher the vehicle speed, the higher the risk factor of the vehicle after the vehicle deflects, and the need to provide the driver with a wider field of view. Therefore, different compensation strategies are selected based on the actual steering wheel angle and the vehicle driving speed, and the driver's field of view compensation angle under different driving speeds is determined. This can provide the driver with an adaptive field of view, enable the driver to fully understand the vehicle's surrounding conditions, accurately reduce the driver's blind spots, and enhance the flexibility and scene adaptability of field of view compensation, thereby further improving driving safety and user experience.

[0100] At the same time, reliable field of view compensation can help the driver drive the vehicle more efficiently, improve driving efficiency, and adjust the driver's field of view according to the actual driving conditions of the vehicle, thereby improving the driver's control over the vehicle and further optimizing vehicle performance.

[0101] See also Figure 5 , Figure 5 is a block diagram of an electronic rearview mirror field of view compensation system shown in an exemplary embodiment of the present application. The system can be applied to Figure 1 The implementation environment shown is a schematic diagram. It should be understood that the system may also be applicable to other exemplary implementation environments, and this embodiment does not limit the implementation environment to which the system is applicable.

[0102] like Figure 5 As shown, in an exemplary embodiment, the electronic rearview mirror field of view compensation system 500 includes at least an acquisition module 510, a comparison module 520, a first determination module 530, a second determination module 540 and an adjustment module 550, which are described in detail as follows:

[0103] An acquisition module 510 is used to acquire a vehicle status signal, where the vehicle status signal includes a steering wheel angle signal and a vehicle speed signal;

[0104] A comparison module 520, configured to compare the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold;

[0105] A first determination module 530 is configured to determine a target compensation angle of a display screen of the electronic rearview mirror according to a steering wheel angle corresponding to the steering wheel angle signal and a first field of view compensation strategy if the vehicle speed value is less than a first vehicle speed threshold;

[0106] A second determination module 540 is configured to determine a target compensation angle according to a steering wheel angle and a second field of view compensation strategy if the vehicle speed value is greater than or equal to a first vehicle speed threshold;

[0107] The adjustment module 550 is used to adjust the field of view of the display image according to the target compensation angle.

[0108] It should be noted that the electronic rearview mirror field of view compensation system provided in the above embodiment and the electronic rearview mirror field of view compensation method provided in the above embodiment belong to the same concept, and the contents of the operations performed by each module have been described in detail in the method embodiment and will not be repeated here.

[0109] See also Figure 6 , Figure 6 It is a structural schematic diagram of a vehicle-mounted device provided in one embodiment of the present application. Figure 6 The structure diagram of the computer system of the vehicle-mounted device suitable for implementing the embodiment of the present application is shown. It should be noted that: Figure 6 The computer system 600 of the vehicle-mounted device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0110] like Figure 6 As shown, the computer system 600 includes a central processing unit (CPU) 601, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 602 or the program loaded from the storage part 608 to the random access memory (RAM) 603, such as executing the method in the above embodiment. In the RAM 603, various programs and data required for system operation are also stored. The CPU 601, the ROM 602 and the RAM 603 are connected to each other through the bus 604. The I / O (Input / Output) interface 605 is also connected to the bus 604.

[0111] The following components are connected to the I / O interface 605: an input section 606 including a keyboard, a mouse, etc.; an output section 607 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 608 including a hard disk, etc.; and a communication section 609 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 609 performs communication processing via a network such as the Internet. A drive 610 is also connected to the I / O interface 605 as needed. A removable medium 611, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 610 as needed so that a computer program read therefrom is installed into the storage section 608 as needed.

[0112] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication part 609, and / or installed from a removable medium 611. When the computer program is executed by a central processing unit (CPU) 601, various functions defined in the system of the present application are executed.

[0113] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0114] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0115] The above embodiments are merely illustrative of the principles and effects of the present application, and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A method for compensating the visual field of an electronic rearview mirror, characterized in that: The method comprises: Acquiring a vehicle status signal, wherein the vehicle status signal includes a steering wheel angle signal and a vehicle speed signal; Comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold; If the vehicle speed value is less than the first vehicle speed threshold, determining a target compensation angle of a display screen of the electronic rearview mirror according to a steering wheel angle corresponding to the steering wheel angle signal and a first field of view compensation strategy; If the vehicle speed value is greater than or equal to the first vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and a second field of view compensation strategy; Adjusting the field of view of the display image according to the target compensation angle; The adjusting the field of view of the display image according to the target compensation angle includes: According to the preset adjustment step and adjustment frequency, the display angle of the display image is adjusted according to the target compensation angle.

2. The electronic rearview mirror field of view compensation method according to claim 1, characterized in that: The method for determining the first field of view compensation strategy and the second field of view compensation strategy includes: Acquire a first ratio of an extreme value of a steering wheel angle to an extreme value of a compensation angle, wherein the first ratio represents a rotation angle of the steering wheel under a unit compensation angle; Taking the steering wheel angle as a variable, and constructing a first compensation angle function as the first field of view compensation strategy according to the first ratio and a preset first compensation weight, in which the steering wheel angle, the first compensation weight and the compensation angle are all in a linear proportional relationship, and the first ratio and the compensation angle are in a linear inverse proportional relationship; Taking the steering wheel angle as a variable, a second compensation angle function is constructed as the second field of view compensation strategy according to the first ratio and a preset second compensation weight. In the second compensation angle function, the steering wheel angle, the second compensation weight and the compensation angle are all linearly proportional, the first ratio and the compensation angle are linearly inversely proportional, and the second compensation weight is greater than the first compensation weight.

3. The electronic rearview mirror field of view compensation method according to claim 2, characterized in that: Before determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy, the method further includes: Comparing the vehicle speed value with a preset second vehicle speed threshold, the second vehicle speed threshold being greater than the first vehicle speed threshold; If the vehicle speed value is greater than or equal to the first vehicle speed threshold and less than or equal to the second vehicle speed threshold, determining the target compensation angle according to the steering wheel angle and the second field of view compensation strategy; If the vehicle speed value is greater than the second vehicle speed threshold, the target compensation angle is determined according to the steering wheel angle and the third field of view compensation strategy. The third field of view compensation strategy takes the steering wheel angle as a variable and constructs a third compensation angle function according to the first ratio and a preset third compensation weight. In the third compensation angle function, the steering wheel angle, the third compensation weight and the compensation angle are all linearly proportional, the first ratio and the compensation angle are linearly inversely proportional, and the third compensation weight is greater than the second compensation weight.

4. The electronic rearview mirror field of view compensation method according to claim 1, characterized in that: The vehicle status signal also includes a turn signal, and the compensation signal priority of the turn signal is higher than the steering wheel angle signal; Before comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold, the method further includes: determining the on / off state of the turn signal according to the turn signal signal; If the turn signal lamp is in the off state, the comparison operation of the vehicle speed value and the first vehicle speed threshold value is performed; If the turn signal lamp is on, the target compensation angle is determined according to a fourth visual field compensation strategy, wherein the fourth visual field compensation strategy is to use a preset compensation angle extreme value as the target compensation angle.

5. The electronic rearview mirror field of view compensation method according to claim 1, characterized in that: The vehicle state signal also includes a seat sensor signal, and the compensation signal priority of the seat sensor signal is lower than that of the steering wheel angle signal; Before comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold, the method further includes: Determining whether the steering wheel is rotating according to the steering wheel angle signal; If the steering wheel is turned, a comparison operation of the vehicle speed value and the first vehicle speed threshold is performed; If the steering wheel does not rotate, the target compensation angle is determined according to the pressure value corresponding to the seat sensor signal and the fifth visual field compensation strategy.

6. The electronic rearview mirror field of view compensation method according to claim 5, characterized in that: The method for determining the fifth field of view compensation strategy includes: Acquire a compensation angle extreme value, a pressure critical value, and a pressure limit value, wherein the pressure critical value is a minimum pressure value that the seat is subjected to for triggering field of view compensation, and the pressure limit value is a maximum pressure value that the seat is subjected to; Calculating a maximum multiple by which the pressure can be continuously expanded according to the pressure critical value and the pressure limit value; Calculating a second ratio of the compensation angle extreme value to the maximum multiple, wherein the second ratio represents a standard compensation angle at a unit multiple; Taking the pressure value as a variable, a fourth compensation angle function is constructed as the fifth field of view compensation strategy according to the pressure critical value and the second ratio. In the fourth compensation angle function, the pressure value, the second ratio and the compensation angle are all in a linear proportional relationship, and the pressure critical value and the compensation angle are in a linear inverse proportional relationship.

7. The electronic rearview mirror field of view compensation method according to claim 6, characterized in that: A plurality of pressure sensors are arranged on the seat; The determining the target compensation angle according to the pressure value corresponding to the seat sensor signal and the fifth visual field compensation strategy includes: Using a pressure sensor corresponding to a maximum sensor pressure value among the multiple pressure sensors as a target sensor, and using the maximum sensor pressure value as a target pressure value; Determining a target compensation weight corresponding to the target sensor according to a fourth compensation weight corresponding to each of the pressure sensors, wherein the fourth compensation weight is set according to a position of each of the pressure sensors; The target compensation angle is calculated according to the fourth compensation angle function, the target pressure value and the target compensation weight.

8. An electronic rearview mirror field of view compensation system, characterized in that: The system comprises: An acquisition module, used for acquiring a vehicle status signal, wherein the vehicle status signal includes a steering wheel angle signal and a vehicle speed signal; A comparison module, used for comparing the vehicle speed value corresponding to the vehicle speed signal with a preset first vehicle speed threshold; a first determination module, configured to determine a target compensation angle of a display screen of an electronic rearview mirror according to a steering wheel angle corresponding to the steering wheel angle signal and a first field of view compensation strategy if the vehicle speed value is less than the first vehicle speed threshold; a second determination module, configured to determine the target compensation angle according to the steering wheel angle and a second field of view compensation strategy if the vehicle speed value is greater than or equal to the first vehicle speed threshold; An adjustment module, used for adjusting the field of view of the display image according to the target compensation angle; The adjustment module is specifically used to adjust the display angle of the display picture according to the target compensation angle according to a preset adjustment step and adjustment frequency.

9. A vehicle-mounted device, characterized in that: include: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the vehicle-mounted device to implement the electronic rearview mirror field of view compensation method as described in any one of claims 1 to 7.

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