Display control method and device, projection device and computer readable storage medium

Abstract

The invention provides a display control method and device, a projection device and a computer readable storage medium, and belongs to the technical field of auxiliary driving, and the method comprises the steps: obtaining a target corresponding relation between a plurality of continuous target position points and a target height difference within a preset distance range in a vehicle driving direction; when the vehicle runs to each position point, the display height of the display image is controlled according to the target height difference corresponding to each target position point, so that the jitter displacement of the display image at each target position point is smaller than a displacement threshold value. When a vehicle passes through an uneven road surface, image dithering can be slowed down, and image trailing and blurring can be avoided at the same time.

Description

Technical Field

[0001] The present disclosure relates to the field of assisted driving technology, and in particular to a display control method, device, projection device, and computer-readable storage medium. Background Art

[0002] Head Up Display (HUD) is a device that projects key information directly onto the windshield or a transparent display in front of the driver's line of sight, allowing the driver to obtain important information such as vehicle speed, navigation, traffic sign recognition, incoming call information, etc. in real time without looking down at the dashboard or navigation system. With the development of technology, HUD has more functions and is smarter, such as Augmented Reality Head Up Display (AR-HUD), which combines virtual information with the actual road environment through augmented reality technology to provide more intuitive navigation guidance.

[0003] However, due to the diversity of driving environments and the influence of the external environment during driving, the vehicle may shake, and because the vehicle shaking and the driver's shaking are at different frequencies, the HUD image observed by the driver shakes, causing the displayed image to be blurred, causing the driver to feel dizzy, and possibly causing safety problems. Summary of the invention

[0004] The present disclosure provides a display control method, device, projection device, and computer-readable storage medium, which can reduce image jitter and avoid image tailing and blurring when a vehicle passes through an uneven road surface.

[0005] The technical solution of the present disclosure is achieved as follows: In a first aspect, the present disclosure provides a display control method, which includes: obtaining a target correspondence relationship between multiple continuous target position points and target height differences within a preset distance range in the direction of vehicle travel; when the vehicle travels to each position point, controlling the display height of the displayed image according to the target height difference corresponding to each target position point, so that the jitter displacement of the displayed image at each target position point is less than a displacement threshold.

[0006] In a second aspect, the present disclosure provides a display control device, which includes: an acquisition part and a control part; the acquisition part is configured to acquire a target correspondence between multiple consecutive target position points and target height differences within a preset distance range in the vehicle's driving direction; the control part is configured to control the display height of the displayed image according to the target height difference corresponding to each target position point when the vehicle travels to each position point, so that the jitter displacement of the displayed image at each target position point is less than a displacement threshold.

[0007] In a third aspect, the present disclosure provides a projection device, which includes: a display unit and a display control unit; the display control unit is configured to: obtain a target correspondence relationship between a plurality of continuous target position points and a target height difference within a preset distance range in the direction of vehicle travel; and when the vehicle travels to each position point, control the display height of the displayed image according to the target height difference corresponding to each target position point, so that the jitter displacement of the displayed image at each target position point is less than a displacement threshold; the display unit projects the image onto the projected component so that a visual confirmer visually confirms the image.

[0008] In a fourth aspect, an embodiment of the present disclosure provides a display control device, comprising: a processor and a memory; the processor is used to execute instructions stored in the memory to implement the display control method described in the first aspect.

[0009] In a fifth aspect, the present disclosure provides a computer-readable storage medium storing at least one instruction, wherein the at least one instruction is used to be executed by a processor to implement the display control method as described in the first aspect.

[0010] In a sixth aspect, the present disclosure provides a vehicle, comprising the head-up display device described in the fifth aspect.

[0011] The present disclosure provides a display control method, which includes: obtaining a target correspondence between a plurality of continuous target position points and a target height difference within a preset distance range in the direction of vehicle travel; when the vehicle travels to each position point, according to the target height difference corresponding to each target position point, controlling the display height of the display image, so that the jitter displacement of the display image at each target position point is less than a displacement threshold. In this way, when the vehicle contacts an obstacle, the height compensation is not completed through one frame of image, but the height compensation is smoothly performed through multiple frames of images with different display heights according to the correspondence with the target, that is, the display height of the display image changes continuously as the vehicle passes the obstacle, which can not only slow down or eliminate the display image jitter caused by the vehicle passing the obstacle, but also avoid over-compensation or jitter not eliminated caused by directly using one frame of compensation, as well as the tailing that may be caused by one height compensation. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 A schematic diagram of the composition of a vehicle-mounted system provided by the present invention.

[0013] Figure 2 An exemplary top view of a vehicle provided for the present disclosure.

[0014] Figure 3 An exemplary perspective view from the driver's seat of a vehicle is provided for the present disclosure.

[0015] Figure 4 A schematic diagram of the architecture of the head-up display device provided by the present disclosure.

[0016] Figure 5a A perspective view of the windshield of a vehicle provided for the present disclosure while traveling on a judder-free road surface.

[0017] Figure 5b A perspective view of the windshield of a vehicle provided for the present disclosure while driving on an upward jounce road surface.

[0018] Figure 5c A perspective view of the windshield of a vehicle provided for the present disclosure while driving down a bumpy road.

[0019] Figure 6 This is one of the flow charts of the display control method provided by the present disclosure.

[0020] Figure 7a This is one of the schematic diagrams of a road condition information collection strategy provided by the present disclosure.

[0021] Figure 7b This is a second schematic diagram of a road condition information collection strategy provided by the present invention.

[0022] Figure 8 A schematic diagram of a vehicle coordinate system provided by the present invention.

[0023] Figure 9a A schematic diagram of an image collected within a preset range in front of a vehicle.

[0024] Figure 9b One of the schematic diagrams of the target correspondence relationship.

[0025] Fig.9c A schematic diagram of compensating the height of a displayed image by using two frames of images when a vehicle passes over a speed bump provided by the present invention.

[0026] Fig.10 The second flowchart of the display control method provided by the present invention.

[0027] Fig.11 This is a third flow chart of the display control method provided by the present invention.

[0028] Fig.12a A schematic diagram of the initial correspondence with slope points provided in the present disclosure.

[0029] Figure 12b This is a schematic diagram of the first corresponding relationship after setting the height difference of the slope points provided by the present invention.

[0030] Fig.13aThis is a schematic diagram of the target correspondence relationship obtained after processing by the local weighted regression algorithm provided by the present disclosure.

[0031] Fig.13b This is a schematic diagram of the target correspondence relationship obtained after processing by the exponentially weighted moving average algorithm provided by the present disclosure.

[0032] Fig.13c This is a schematic diagram of the target correspondence relationship obtained after processing by the Savitzky-Golay averaging algorithm provided in the present disclosure.

[0033] Fig.14 This is a fourth flow chart of the display control method provided by the present invention.

[0034] Fig.15 A schematic diagram of road condition information collected by a vehicle provided in the present invention.

[0035] Fig.16a This is one of the schematic diagrams provided in the present disclosure for determining whether a driving trajectory coincides with an obstacle.

[0036] Fig.16b The second schematic diagram of the target correspondence relationship provided in the present disclosure.

[0037] Fig.16c The second schematic diagram provided by the present invention is for determining whether a driving trajectory coincides with an obstacle.

[0038] Fig.16d The third schematic diagram of the target correspondence provided in the present disclosure.

[0039] Fig.17 A schematic diagram of the composition of a display control device provided by the present invention.

[0040] Fig.18 A schematic diagram of the structure of a display control device provided by the present invention. DETAILED DESCRIPTION

[0041] The technical solutions in the present disclosure will be described clearly and completely below in conjunction with the accompanying drawings in the present disclosure.

[0042] See also Figure 1 , which shows an example of a vehicle-mounted system 100 that can be applied to the technical solution of the present disclosure. In some examples, the vehicle equipped with the system 100 can be an internal combustion engine vehicle using an engine as a power source, a hybrid vehicle using an engine and an electric motor as a power source, an electric vehicle using an electric motor as a power source, and other types of vehicles. In the subsequent content of this specification, the vehicle equipped with the vehicle-mounted system 100 is referred to as the present vehicle.

[0043] like Figure 1As shown, the vehicle-mounted system 100 includes: a navigation subsystem 110, an environment detection device group 120 for obtaining the vehicle's environment during driving, a driving state detection device group 130, a data processing unit 140, a display control unit 150, a display unit 160, a travel system 180, and a suspension system 190. The above components or device groups are coupled together through a communication bus 12. In some examples, the communication bus 12 is used for connection and communication between the above components or device groups. It should be noted that Figure 1 Only a portion of the in-vehicle system 100 is shown, not all of the components of the in-vehicle system 100 .

[0044] exist Figure 1 In the navigation subsystem 110, a positioning device 111 and a map information storage device 112 are included. The positioning device 111 can locate the position of the vehicle based on the global positioning system (GPS), China's Beidou system, Russia's GLONASS system, Europe's Galileo system, Japan's Quasi-Zenith Satellite System (QZSS), India's Indian Regional Navigation Satellite System (IRNSS) and other positioning systems to obtain the position information of the vehicle. The map information storage device 112 stores map information, and can obtain a navigation path leading to the destination according to the position information obtained from the positioning device 111, and display the position information and the navigation path in the map application.

[0045] exist Figure 1 In the embodiment, the environment detection device group 120 may include an on-board communication device 121, a radar 122, a laser range finder 123, a camera 124, and a light sensor 125. These devices can obtain the environment information representing the inside or outside of the vehicle.

[0046] The vehicle-mounted communication device 121 can communicate wirelessly with one or more devices directly or via a communication network. These devices that can communicate with the vehicle-mounted communication device 121 can be other vehicles, roadside machines or roadside stations, or mobile terminal devices used by people in the vehicle. In some examples, the vehicle-mounted communication device 121 can use 3G cellular communication, such as code division multiple access (code division multiple access, CDMA), EVDO, global system for mobile communications (global system for mobile communications, GSM) / general packet radio service technology (general packet radio service, GPRS), or 4G cellular communication, such as long term evolution (long term evolution, LTE), or 5G cellular communication. In some examples, the vehicle-mounted communication device 121 can also use WiFi to communicate with a wireless local area network (wireless local area network, WLAN). In some embodiments, the vehicle-mounted communication device 121 can also use infrared links, Bluetooth or ZigBee to communicate directly with devices. In some examples, the vehicle-mounted communication device 121 can also use other wireless protocols to communicate with devices.

[0047] The radar 122 is used to sense objects in the surrounding environment of the vehicle, and can also be used to sense the speed and / or direction of these objects. In some examples, the radar 122 can use electromagnetic waves or lasers as a medium to detect objects based on a time of flight (TOF) method or a phase-shift method, and detect the position of the detected object, the distance to the detected object, and the relative speed. In some examples, in order to be able to detect objects located in front of, behind, or to the side of the vehicle, the radar 122 can be configured at an appropriate position outside the vehicle.

[0048] The laser rangefinder 123 may utilize laser light to sense objects in the environment in which the host vehicle is located. In some embodiments, the laser rangefinder 123 may include one or more laser sources, a laser scanner, and one or more detectors, among other system components.

[0049] The camera 124 can be used to capture multiple images of the surrounding environment of the vehicle. The camera 124 can be a static camera or a video camera. In some examples, in order to obtain the external image of the vehicle, the camera 124 can be located at an appropriate position outside the vehicle. For example, in order to obtain the image in front of the vehicle, the camera 124 can be configured in the interior of the vehicle close to the front windshield. Alternatively, the camera 124 can be configured around the front bumper or radiator grille. In some examples, in order to obtain the image behind the vehicle, the camera 124 can be configured in the interior of the vehicle close to the rear window glass. Alternatively, the camera 124 can be configured around the rear bumper, trunk or tailgate. In some examples, in order to obtain the image of the side of the vehicle, the camera 124 can be configured in the interior of the vehicle close to at least one of the side windows. Alternatively, the camera 124 can be configured around the side mirror, fender or door. In some examples, in order to obtain the foreground image of the vehicle in the same field of view as the driver, the camera 124 can be around the steering wheel.

[0050] The light sensor 125 can be used to detect the ambient light illumination of the vehicle. Specifically, it can be a sensor that only has the function of detecting the ambient light illumination, or it can be a sensor that has both the function of detecting the ambient light illumination and other functions (such as a rain light sensor). In some examples, in order to detect the illumination of the ambient light in the vehicle and control the interior lighting, the light sensor 125 can be configured at a position close to the reading light on the roof console. In some examples, in order to detect the illumination of the ambient light in the vehicle and control the brightness of the interior lighting and the instrument panel backlight, the light sensor 125 can be behind or inside the instrument panel. In some examples, in order to detect the ambient light entering the interior of the vehicle, the light sensor 125 can be configured on the inside of the front windshield and close to the rearview mirror. In some examples, in order to detect the ambient light entering the interior of the vehicle and determine the degree of impact on the driver, the light sensor 125 can be configured inside or outside the steering wheel. In some examples, in order to detect the illumination of the ambient light outside the vehicle and automatically adjust the anti-glare function of the rearview mirror, the light sensor 125 can be configured on the back or near the rearview mirror. In order to detect the illumination of the ambient light outside the vehicle for automatic control of the headlights, the light sensor 125 may be configured near the front bumper or front grille. In order to detect the illumination of the ambient light outside the vehicle, avoid interference from direct light or reflected light, and provide more accurate light readings, the light sensor 125 may be configured on the side or corner of the vehicle. In some advanced driver assistance systems, the light sensor 125 may be integrated with a forward-looking camera or other sensors to provide ambient light information.

[0051] exist Figure 1In the embodiment, the vehicle driving state detection device group 130 may include: a steering angle sensor 131 for detecting the steering angle of the vehicle, a vehicle speed sensor 132 for detecting the driving speed of the vehicle, and an acceleration sensor 133 for detecting the acceleration applied to the vehicle. In some examples, as shown in the dashed box, an inertial sensor 134 for detecting the position and orientation change of the vehicle based on inertial acceleration may also be included. The inertial sensor 134 may be a combination of the acceleration sensor 133 and a gyroscope in a specific implementation process.

[0052] exist Figure 1 In the embodiment, the data processing unit 140 can be implemented as a computing system having a memory, a processor, an input / output interface, and a bus connected to these. In some examples, the data processing unit 140 enables the processor to execute multiple commands through program instructions stored in the memory to process the data obtained by the navigation subsystem 110, the environment detection device group 120, and the driving state detection device group 130. In some examples, the data processing unit 140 can also partially or completely control the driving of the vehicle based on the processed data.

[0053] exist Figure 1 As shown in the dotted box, the display control unit 150 and the display unit 160 can serve as the main body of the head-up display (HUD) device 170. The display control unit 150 can process the received data processed by the data processing unit 140, or after receiving the data obtained by the navigation subsystem 110, the environment detection device group 120, and the driving state detection device group 130, to obtain the display setting to be displayed, and project the display setting onto the windshield of the vehicle through the display unit 160 for display.

[0054] exist Figure 1 In the embodiment of the present invention, the travel system 180 may include an engine 181, an energy source 182, a transmission 183 and wheels / tires 184. The engine 181 may be an internal combustion engine, an electric motor, an air compression engine or other types of engine combinations, such as a hybrid engine consisting of a gas-oil engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compression engine. The engine 181 converts the energy source 182 into mechanical energy. Examples of the energy source 182 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries and other sources of electricity. The energy source 182 may also provide energy for other systems of the driving device 100. The transmission 183 may transmit the mechanical power from the engine 181 to the wheels 184. The transmission 183 may include a gearbox, a differential and a drive shaft. In one embodiment, the transmission 183 may also include other devices, such as a clutch. Among them, the drive shaft may include one or more shafts that can be coupled to one or more wheels 184. exist Figure 1 In the embodiment, the suspension system 190 is a mechanical system that connects the wheel 184 with the vehicle body, absorbs the impact caused by uneven road surface, and maintains the stability and comfort of the vehicle. The main components of the suspension system may include: springs, which are used to support the weight of the vehicle, absorb and mitigate the impact caused by uneven road surface; shock absorbers, which control the vibration of the springs and quickly calm the rebound of the springs; upper arms and lower arms, which are connecting rods connecting the wheel 184 with the vehicle body, transmitting force and torque; steering knuckles, which are the fixed points of the wheel 184, connecting the wheel 184 and the suspension system 190, allowing the wheel 184 to rotate; stabilizer bars, which are used to reduce the roll of the vehicle when turning; axles, which connect the left and right wheels, transmit power and support the wheels; ball joints, which allow the connecting rods of the suspension system 190 to move in multiple directions; suspension bushings, which reduce friction and vibration between the components of the suspension system 190; suspension brackets, which connect the components of the suspension system 190 and the vehicle body, and absorb and isolate vibration.

[0055] Combination Figure 2 An exemplary top view of the vehicle is shown and Figure 3 The exemplary perspective view from the driver's seat of the present vehicle is shown, and the present vehicle includes a windshield 204 located at the front of the vehicle. The driver and passengers in the passenger cabin 208 of the present vehicle can see the front of the present vehicle through the windshield 204.

[0056] exist Figure 3 In the embodiment of the present invention, the windshield 204 is visually located above the vehicle dashboard 206. The driver can turn the steering wheel 210 in the passenger cabin 208 to steer the vehicle, such as changing lanes, merging and parking the vehicle. In some embodiments, the steering wheel 210 can be retracted or omitted.

[0057] Head-up display device 170 (see Figure 4 ) through one or more holes in the instrument panel 206 to project display images (such as vehicle speed icon 301, speed limit icon 302, navigation information 303, pedestrian warning icon 304, etc., the pedestrian warning icon 304 is aligned with the actual pedestrian) onto a portion of the windshield 204. Figure 3 A partial display image is shown, but more information may be displayed on windshield 204, such as the current gear of the vehicle transmission, engine speed, vehicle direction, current infotainment system settings, and / or other vehicle information. Heads-up display 170 provides information to the vehicle driver without the driver having to look away from objects in front of the vehicle.

[0058] See also Figure 4In the exemplary implementation architecture of the head-up display device 170 shown in the figure, the display control unit 150 generates a signal 412 based on the data processed by the data processing unit 140, or the data 420 transmitted by the navigation subsystem 110, the environment detection device group 120, and the driving state detection device group 130. The display unit 160 may include: a light source 161 and an optical path component 162. The light source 161 outputs light based on the signal 412 from the display control unit 150 to display on the windshield 204. For example, the light source 161 may include one or more lasers and output red light, green light, and blue light.

[0059] The optical path component 162 can reflect the output of the light source 161 onto the windshield 204 through the hole 216. The viewer (e.g., the driver) can view the display image 212 in the display area where the display image 212 is projected onto the windshield 204. In some examples, the optical path component 162 may include one or more reflectors (plane mirrors) and concave mirrors (magnifying glasses). The output of the light source 161 is reflected back through the reflector and magnified by the concave mirror and then reflected to the windshield 204 to form a virtual image 40 that can be visually observed by the driver. The visual effect presented by the virtual image 40 is that the virtual image 40 is projected onto the projection surface 41 at a set distance in front of the vehicle, but the real environment remains visible through the projection surface 41. In some examples, the optical path component 162 can also be omitted, and the light source 161 can directly project the display image 212 onto the windshield 204 to form the virtual image 40 on the projection surface 41.

[0060] Combined with the above Figure 3 As shown, the image displayed on the windshield 204 includes: a speed limit icon and a pedestrian warning icon. In the world coordinate system, Figure 5a As shown, when driving on a smooth road, the windshield 204 is located at position 1, the speed limit icon displayed in the windshield 204 is located at position 11, and the pedestrian warning icon is located at position 21. Figure 5b As shown, when the vehicle passes the raised obstacle 501, the windshield 204 shakes upward from position 1 to position 2, the speed limit icon displayed on the windshield 204 moves from position 11 to position 21, and the pedestrian warning icon moves from position 12 to position 22. Figure 5c As shown, when the vehicle passes through the sunken road surface 502, the windshield 204 shakes upward from position 1 to position 3, the speed limit icon displayed in the windshield 204 moves downward from position 11 to position 31, and the pedestrian warning icon moves downward from position 12 to position 32. Therefore, when the vehicle is traveling on an uneven road surface, the up and down shaking of the vehicle causes the displayed image to shake up and down. Since the shaking of the driver and the vehicle is out of frequency, the displayed image in the HUD seen by the driver is blurred due to the shaking, making the driver feel dizzy and affecting safe driving.

[0061] Based on this, in the related art, when a vehicle passes an obstacle (depression or protrusion, etc.), the displayed image is height compensated. However, since it takes a certain amount of time for a vehicle to pass an obstacle, if the display height of the displayed image is directly controlled according to the maximum height of the obstacle when passing the obstacle, one situation is: when contacting the obstacle, the height of the displayed image is controlled to perform height compensation in the opposite direction according to the height of the obstacle, but when the obstacle is just contacted, the jitter amplitude of the image is not the highest height of the obstacle, and directly compensating the height will cause over-compensation. Another situation is: when passing the highest or lowest point of the obstacle, the height of the displayed image is controlled to perform height compensation in the opposite direction according to the height of the obstacle, but this type of compensation will not effectively compensate for the jitter when contacting the obstacle, and can only reduce the jitter frequency, but does not avoid jitter; and if the jitter amplitude caused by the obstacle is large, a frame of compensation height that is too large may also cause the displayed image to tail, affecting safe driving.

[0062] Based on the above description, the present disclosure hopes to provide a display control method that can reduce image jitter while avoiding image tailing and blurring when a vehicle passes through an uneven road surface. Figure 6 As shown, an example of a display control method provided by the present disclosure is shown, which can be executed by the aforementioned head-up display device 170, and in particular, can be executed by the display control unit 150 in the aforementioned head-up display device 170. Figure 6 The method shown includes step S601 and step S602.

[0063] In step S601, a target correspondence relationship between a plurality of continuous target position points and target height differences is obtained within a preset distance range in the vehicle driving direction.

[0064] When the vehicle is driving, it periodically collects road condition information within a preset range in front of the vehicle (such as 50 meters in front) at a certain frequency (such as once per second). The road condition information includes: the flatness of the road surface, whether there are obstacles, the type of obstacles, the size of obstacles, etc.

[0065] The road condition information can be radar data collected by radar (such as laser radar, millimeter wave radar, ultrasonic radar), or image data collected by a camera. The radar data or image data is analyzed to obtain the corresponding relationship between each position point and the height difference at a certain interval.

[0066] It should be noted that the time interval for collecting road condition information within the preset distance range in front of the vehicle needs to be less than or equal to the time required for the vehicle to travel within the preset range, that is, each time the information is collected, the corresponding relationship between multiple location points and height differences within the preset distance range is collected, and the maximum time interval between two collections is the time required for the vehicle to travel within the preset distance range. Take the preset range in front of the vehicle as 50 meters in front of the vehicle as an example. Figure 7a As shown, the starting driving position of the vehicle is 0m, and the road condition information is collected when the driving starts, that is, the road condition information within the first 50m is collected at the starting position 1, and the correspondence between multiple position points and height differences within the first 50m is obtained. During the driving of the vehicle within the first 50m, the display height of the displayed image is controlled according to the corresponding relationship; the vehicle continues to drive, and at the starting point of the second 50m, that is, the starting position 2, the road condition information within the second 50m is collected, and the correspondence between multiple position points and height differences within the second 50m is obtained. During the driving of the vehicle within the second 50m, the display height of the displayed image is controlled according to the corresponding relationship, and so on, the third and fourth 50m road condition information are collected at the starting positions 3 and 4 respectively to generate corresponding correspondences, and then the display height of the displayed image is controlled according to the corresponding correspondences. However, this collection method can collect more position points at one time, so the total number of processing times required to process image data or radar data to obtain corresponding relationships is correspondingly small, which can save vehicle resource usage. However, at each initial position point, such as 0m, 50m, 100m and 150m mentioned above, since it takes a certain amount of time to generate the corresponding relationship, the vehicle may have traveled to the starting position point, but the corresponding corresponding relationship has not yet been generated, that is, the display height of the displayed image may not be adjusted according to the corresponding relationship at the starting point of each preset range.

[0067] Based on the above problems, Figure 7bAs shown, the frequency of collecting road condition information is increased, the position where the vehicle starts to travel is 0m, and the road condition information is collected when the vehicle starts to travel, that is, the road condition information within the first 50m is collected at the starting position 1 to obtain a corresponding relationship, and the display height of the displayed image is controlled according to the corresponding relationship within the first 50m; the road condition information is collected at the starting position 2 (40m) before reaching 50m, and the corresponding relationship 1 between 40m-90m is collected; the road condition information is collected at the starting position 3 (80m) before reaching 100m, and the corresponding relationship 2 between 80m-130m is collected; the road condition information is collected at the starting position 4 (120m) before reaching 150m, and the corresponding relationship 3 between 120m-170m is collected. When the vehicle is traveling between 50m and 90m, the display height of the displayed image is controlled according to the corresponding relationship 1, which is generated when the vehicle travels to 40m, and there is no delay; when the vehicle is traveling between 90m and 130m, the display height of the displayed image is controlled according to the corresponding relationship 2, which is generated when the vehicle travels to 80m, and there is no delay; when the vehicle is traveling between 130m and 170m, the display height of the displayed image is controlled according to the corresponding relationship 3, which is generated when the vehicle travels to 120m, and there is no delay; and so on, each corresponding relationship is always generated before use, which can avoid the delay caused by generating the corresponding relationship, resulting in the inability to compensate the height of the displayed image in time. In addition, when the vehicle is at 0m, it can sense the opening of the door and collect the intersection information. Since it takes a certain amount of time from opening the door to starting the vehicle, the corresponding relationship can also be generated in advance at 0m.

[0068] For example, the vehicle coordinate system is as follows Figure 8 As shown in the figure, the longitudinal axis X is the driving direction of the vehicle, the transverse axis Y is perpendicular to the X axis in the horizontal direction, and the vertical axis Z is perpendicular to the plane formed by the X axis and the Y axis. Figure 9a As shown in the figure, it is the image within 50 meters in front of the vehicle collected by the camera. The image is converted into the corresponding relationship as shown in the figure. Figure 9b As shown, the coordinates corresponding to each solid circle represent the corresponding relationship between the position point and the height difference. Figure 9b It can be seen that at the current moment, there are two bumps 30 to 31 meters in front of the vehicle (the solid circles are connected for a more intuitive purpose to indicate the height change trend of the two speed bumps). When the vehicle travels to the horizontal coordinate corresponding to each solid circle, the display height of the displayed image is adjusted according to the corresponding vertical coordinate value.

[0069] In step S602, when the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference corresponding to each target position point.

[0070] The present disclosure is based on the target correspondence, and compensates frame by frame according to the height change of the obstacle, such as Figure 9b As shown, when passing the first speed bump, the display height of the displayed image is not compensated directly by one frame of image according to the highest point of the speed bump, but the display height of the displayed image is gradually compensated by two frames of image. Figure 9b ,like Fig.9c As shown, the height change process of the two frames of displayed images corresponding to the vehicle passing through the first speed bump to the highest point, the first frame of the image is displayed after moving down by h1 according to the ordinate value of point 1, and the second frame of the image is displayed after moving down by h2 according to the ordinate value of point 2. During the compensation process, the driver perceives that as the vehicle passes the highest point of the first speed bump, the displayed image does not shake.

[0071] In this way, when the vehicle contacts an obstacle, the height compensation is not completed through one frame of image, but the height compensation is smoothly performed through multiple frames of images with different display heights according to the corresponding relationship with the target. That is, the display height of the displayed image changes continuously as the vehicle passes over the obstacle, thereby avoiding over-compensation or failure to eliminate jitter caused by direct compensation through one frame, and possible tailing caused by one-time height compensation.

[0072] For the position control of the displayed image, it is necessary to achieve stable control on a shaking road surface and ensure balanced compensation as much as possible. Therefore, in some embodiments of the present disclosure, Fig.10 As shown, the above step S601a obtains the target correspondence relationship between multiple continuous target position points and target height differences within a preset distance range in the vehicle driving direction, which can be specifically implemented through the following steps S601a and S601b.

[0073] In step S601a, a first correspondence between a plurality of continuous first position points and a first height difference is obtained within a preset distance range in the vehicle driving direction.

[0074] In step S601b, when the difference between the first height differences corresponding to two adjacent first position points is greater than the first difference threshold, at least one set of interpolation position points and corresponding height differences are inserted between the two adjacent first position points to obtain multiple target correspondences.

[0075] Specifically, when the difference between the first height differences corresponding to two adjacent first position points is greater than the first difference threshold, at least one group of interpolation position points and the corresponding height differences are inserted between the two adjacent first position points. The number of groups of interpolation position points and the corresponding height differences is determined according to the difference between the two adjacent first height differences, ensuring that the number of interpolation position points inserted is as small as possible, and ensuring that the difference between the two adjacent target position points after insertion is less than or equal to the difference threshold. For example, if the height difference of position point 1 is 0, the height difference of position point 2 is 10, and the first difference threshold is 4, then it is determined that the corresponding relationship between the two position points and the height differences needs to be inserted to ensure that the difference between the height differences of the two adjacent position points after insertion is less than or equal to the first difference threshold, and 10 is divided into three parts as evenly as possible, divided into 3, 3, and 4, and the position point 1 corresponding to the height difference of 3 after position point 1 is determined to be inserted, and the position point 2 corresponding to the height difference of 3 after the inserted position point 1 is determined to be inserted. The specific interpolation method is not limited in the present disclosure, and the simplest linear interpolation can be used.

[0076] Optionally, the correspondence between the height range and the number of frames may be pre-divided, and the height range to which the jitter amplitude belongs may be determined according to the jitter amplitude of the jitter point; and the number of interpolated frames may be determined according to the number of frames corresponding to the height range.

[0077] Exemplarily, the number of frames is determined to be 5 based on the height range corresponding to the jitter amplitude, but only the height differences corresponding to three position points are collected within the jitter range, that is, the jitter compensation process is completed through three frames, so the number of interpolated frames that need to be inserted is 2, that is, two more position points are inserted between the three position points through linear interpolation, and finally in the process from the start to the end of the jitter, the height of the five frames of images gradually changes so that the final jitter displacement is less than the displacement threshold.

[0078] In this way, in the target corresponding relationship finally obtained, during the process of adjusting the image height, the height difference between two adjacent frames will not be too large, thereby achieving smooth adjustment from one height to another.

[0079] In some embodiments of the present disclosure, Fig.11 As shown, the above step S601a obtains a first correspondence between a plurality of continuous first position points and a first height difference within a preset distance range in the vehicle driving direction, which can be specifically implemented through the following steps S601c and S601d.

[0080] In step S601c, an initial correspondence between a plurality of continuous initial position points and an initial height difference is obtained within a preset distance range in the vehicle's driving direction.

[0081] In step S601d, when there are abnormal values ​​in the initial corresponding relationships, the abnormal values ​​are corrected to obtain a plurality of first corresponding relationships.

[0082] Among them, the abnormal value includes at least one of the following: abnormal jitter point, abnormal initial height difference, and slope point. The jitter amplitude of the abnormal jitter point is greater than the amplitude threshold and the jitter distance is less than the distance threshold; the difference between the abnormal initial height difference and the corresponding predicted height difference is greater than the second difference threshold, and the predicted height difference is determined according to the change trend of the initial height difference in the initial corresponding relationship; the slope point is a position point between the first initial position point and the second initial position point in the initial corresponding relationship, the initial height difference corresponding to the first initial position point is greater than the first height difference threshold, and the second initial position point is before the first initial position point, and the initial height difference closest to the first initial position point is less than the second height difference threshold.

[0083] Optionally, when there are abnormal jitter points in the initial corresponding relationship, at least one initial position point and an initial height difference corresponding to the abnormal jitter point are corrected to obtain a plurality of first corresponding relationships.

[0084] During the driving process of the vehicle, one vibration corresponds to one vibration point. For example, one vibration point is generated when the vehicle passes through a speed bump. The vibration distance of one vibration point is the distance from the start of the vibration to the end of the vibration. Figure 9b There are two shaking points. The shaking distance of the shaking point corresponding to the first speed bump is 20cm, and the shaking amplitude is about 15cm. The shaking distance of the shaking point corresponding to the second speed bump is 20cm, and the shaking amplitude is about 15cm.

[0085] For the correction of abnormal jitter points, the jitter amplitude of the abnormal jitter points can be reduced according to different strategies. It can be simply to reduce the absolute value of the initial height difference corresponding to the multiple initial position points included in the abnormal jitter points by a preset value, or to reduce the absolute value of the initial height difference greater than the amplitude threshold. It can also be based on the trend of the multiple initial height differences included in the abnormal jitter points. The absolute value of the initial height difference at different position points can be reduced by different values. The existing smoothing processing method can also be used to process the initial correspondence relationship with abnormal jitter points. The present disclosure does not limit the strategy selected for reducing the height difference.

[0086] Optionally, when there is an abnormal initial height difference in the initial corresponding relationship, the abnormal initial height difference is corrected according to the predicted height difference corresponding to the abnormal initial height difference to obtain a plurality of first corresponding relationships.

[0087] Since the height change at each collected position point is regular when the vehicle passes an obstacle, the predicted height difference at the next initial position point can be predicted based on the initial height difference at the previous initial position points. Usually, the difference between the predicted height difference and the initial height difference is less than or equal to the second difference threshold. When the difference is greater than the difference threshold, it indicates that a mutation point has occurred. This point is considered to be an abnormal point and needs to be corrected. Specifically, the abnormal initial height difference can be directly replaced by the predicted height difference, or the difference between the predicted height difference and the abnormal initial height difference can be comprehensively considered to determine the value that needs to be increased or decreased for the abnormal initial height difference. It can also be that the existing smoothing method is used to process the initial corresponding relationship with the abnormal initial height difference.

[0088] Optionally, when there is a slope point in the initial corresponding relationship, the initial height difference corresponding to the slope point is corrected to 0, so as to obtain a plurality of first corresponding relationships.

[0089] Since the road condition information collected within a preset distance range during the vehicle driving process may include a section of uphill road condition information collected on a horizontal road surface, or a section of horizontal road condition information collected in a downhill road section, the existence of the slope will cause the height difference at the position point corresponding to the uphill road section collected on the horizontal road surface, or at the position point corresponding to the horizontal road surface collected in the downhill road section to increase, so the slope point needs to be corrected. The height difference at each position point on the uphill road section collected from the horizontal road surface is set to 0, and the height difference at each position point on the horizontal road section collected from the downhill road surface is set to 0. In this way, the erroneous height compensation caused by the existence of the sloped road surface is avoided.

[0090] For example, Fig.12a As shown, with the preset range being within 100 meters in front of the vehicle, the first height difference threshold is 40 cm, the height difference corresponding to point 3 is greater than 40 cm, and the second initial position point closest to point 3 and with a height difference less than the second height difference threshold (approximately 0) is determined. The first initial position point and the second initial position point, including the second initial position point, are all slope points, and the height difference at the slope point is set to 0. Accordingly, the height difference of the position point after the second initial position point is also greater than the first height difference threshold, and is also modified accordingly, and finally the following is obtained. Figure 12b As shown in the corresponding relationship, no height compensation is required for the uphill section between 31m and 50m. In order to illustrate the problem, the height differences corresponding to various position points are connected by solid lines in the figure.

[0091] In some embodiments of the present disclosure, the method further includes the following step S601e. In the above step S601d, when there are abnormal values ​​in the initial correspondence, correcting the abnormal values ​​to obtain multiple first correspondences can be specifically achieved by the following step S601f.

[0092] In step S601e, the corresponding target correction method is determined according to the jitter amplitude and the change frequency of the jitter point in the initial corresponding relationship.

[0093] For the determination of the correction method, a correction method selection model can be trained, which can predict the corresponding correction method according to the input jitter amplitude and change frequency. However, the model training process is time-consuming, and the model needs to be loaded in the vehicle to adapt the hardware, which will also increase the cost of the vehicle.

[0094] Therefore, the change frequency and jitter amplitude can be divided into multiple categories in advance, and each category has a corresponding correction method. Specifically, the initial correspondence relationship can be divided into six categories according to the jitter amplitude and the change frequency: high frequency high amplitude, high frequency low amplitude, low frequency high amplitude, low frequency low amplitude, high and low frequency mixed high amplitude, and high and low frequency mixed low amplitude. Each category corresponds to a correction method, and the correction methods corresponding to different categories can be the same or different.

[0095] Optionally, the jitter amplitude and change frequency are specifically as follows: determine the extreme value position points corresponding to the local maximum value and the local minimum value in the initial corresponding relationship; determine the change frequency of the jitter points in the first corresponding relationship according to the number of extreme value position points or the average interval between adjacent extreme value position points; determine the jitter amplitude of the jitter points in the first corresponding relationship according to the initial height difference corresponding to the extreme value position points.

[0096] The number of extreme value position points or the average interval between adjacent extreme value position points can indicate the number of obstacles on the road where the vehicle is traveling, and the initial height difference corresponding to the extreme value position points can indicate the height of the obstacles on the road where the vehicle is traveling. Therefore, within the preset distance range, the more extreme value position points there are and the smaller the average interval between adjacent extreme value position points, the more road jitter points there are and the higher the jitter frequency will be. The initial height difference corresponding to the extreme value position points can indicate the jitter amplitude. The specific local maximum (local maximum or local minimum) can be determined by calculating the difference of the data points (i.e., the difference between adjacent data points) and checking the change in the sign of the difference. If the difference changes from positive to negative, it may be a local maximum; if it changes from negative to positive, it may be a local minimum.

[0097] Optionally, since the local weighted regression algorithm is a non-parametric smoothing technique, a polynomial regression model is fitted near each data point, and local features are emphasized by assigning different weights to the data points, which can adapt to local changes in the data and is suitable for smoothing nonlinear relationships. For data with high-frequency oscillations and small amplitudes, the local weighted regression algorithm can effectively capture local changes and reduce abnormal high-frequency oscillations. In actual road conditions, in order to reduce the height required to compensate for abnormal height differences, normal high-frequency height differences do not need to be reduced. Therefore, for high frequency and low amplitude, high-low frequency mixed high amplitude, and high-low frequency mixed low amplitude, the correction method used is local weighted regression. Since the exponentially weighted moving average algorithm can capture the trend changes of the data and can reduce the frequency and amplitude according to the weights and parameters, in actual road conditions, in order to reduce the image pixels that are too large for multiple up and down translations, the correction method used for high frequency and high amplitude is the exponentially weighted moving average algorithm. Since the Savitzky-Golay averaging algorithm works by fitting a polynomial of a subset of data points, it can maintain the original shape and features of the data, such as peak value and width. It does not introduce false extreme values, can retain low-frequency oscillation characteristics, and improve data smoothness. In order to gradually compensate for image height more smoothly in actual road conditions, the correction method used for low-frequency high amplitude and low-frequency low amplitude is the Savitzky-Golay averaging algorithm.

[0098] In step S601f, when there are abnormal values ​​in the initial corresponding relationships, the abnormal values ​​are corrected by a target correction method to obtain a plurality of first corresponding relationships.

[0099] For example, Fig.13a As shown in the figure, the initial correspondence is a mixed high-low frequency with low amplitude. The dotted line in the figure shows the height change curve corresponding to the initial correspondence, and the solid line shows the height change curve corresponding to the first correspondence obtained after processing by the local weighted regression algorithm. It can be seen from the figure that the abnormal jitter point has been corrected. Fig.13b As shown in the figure, the initial correspondence is a mixed high-low frequency and low-amplitude. The dotted line in the figure shows the height change curve corresponding to the initial correspondence, and the solid line shows the height change curve corresponding to the first correspondence obtained after processing by the exponential weighted moving average algorithm. It can be seen from the figure that the abnormal height difference and abnormal jitter points are corrected. Fig.13c As shown, the initial correspondence is a mixed high- and low-frequency low-amplitude. The dotted line in the figure shows the height change curve corresponding to the initial correspondence, and the solid line shows the height change curve corresponding to the first correspondence obtained after processing by the Savitzky-Golay averaging algorithm. It can be seen from the figure that the abnormal height difference is corrected.

[0100] In the present disclosure, according to the processing characteristics of different correction methods, the data in the initial correspondence of different features are corrected, so that there are no abnormal jitter points and abnormal height differences at each position point in the first correspondence after correction. Therefore, in the process of performing height compensation on the image according to the target correspondence obtained from the first correspondence, continuous and stable compensation can be achieved, ensuring accurate compensation of the image height during the jittering process, and avoiding the occurrence of afterimages when moving at a large height, so that the driver's visual perception of the displayed image does not jitter with the jitter of the vehicle and the displayed image does not appear blurred.

[0101] In some embodiments of the present disclosure, Fig.14 As shown, the above step S601 obtains the target correspondence relationship between multiple continuous target position points and target height differences within a preset distance range in the vehicle driving direction, which can be specifically implemented through the following steps S601g and S601h.

[0102] In step S601g, within a preset distance range in the vehicle driving direction, a second correspondence between a plurality of continuous second position points on the predicted vehicle driving trajectory and a second height difference is collected.

[0103] Among them, the second correspondence between the multiple second position points and the second height difference includes at least one of the following: the left second correspondence between the multiple left second position points corresponding to the left wheel and the left second height difference, and the right second correspondence between the multiple right second position points corresponding to the right wheel and the right second height difference. That is, the second correspondence can be the collected predicted left second correspondence of the left wheel, or the collected predicted left second correspondence of the right wheel, or it can be comprehensively determined based on the collected predicted left second correspondence of the left wheel and the right second correspondence of the right wheel.

[0104] Specifically, in the forward direction of the vehicle, the driving trajectory of the vehicle can be determined based on the steering angle of the wheels, the heading angle of the front of the vehicle, the steering wheel angle, etc.

[0105] For example, the vehicle's driving trajectory is predicted by the wheel steering angle, and the collected road condition information in a preset range in front of the vehicle is image information. Then it is predicted whether the wheel will run over an obstacle. Fig.15 As shown in FIG. 1 , an image of the collected road condition information includes an obstacle 1501 and a speed bump 1502. The image is analyzed to determine the edge points P1 to P4 of the obstacle 1501 and the edge points P5 to P10 of the speed bump 1502 in the image coordinate system. The number of edge points in the figure is only an example, and more edge points can be analyzed. The edge points at least include the maximum and minimum points of the horizontal coordinate and the maximum and minimum points of the vertical coordinate. Convert P1 to P10 in the image coordinate system to M1 to M10 points in the vehicle coordinate system, as shown in FIG. Fig.16aAs shown, the obstacle coverage area 1601 is determined according to points M1 to M4, and the speed bump coverage area 1602 is determined according to points M5 to M10. When the steering angle of the wheel relative to the X-axis direction is 0 degrees, the right wheel driving trajectory overlaps with the obstacle coverage area 1601, and the left wheel driving trajectory and the right wheel driving trajectory both overlap with the speed bump coverage area 1602. The target correspondence relationship determined based on this is as follows: Fig.16b As shown. Fig.16c As shown in FIG. 1 , when the wheel rotates a certain angle relative to the X-axis direction, the driving route determined according to the steering angle of the wheel relative to the X-axis direction does not overlap with the obstacle coverage area 1601, and the left wheel driving trajectory and the right wheel driving trajectory both overlap with the speed bump coverage area 1602. The target correspondence relationship determined based on this is as follows: Fig.16d shown.

[0106] In step S601h, a target corresponding relationship is determined according to the second corresponding relationship.

[0107] If the second correspondence is the left second correspondence or the right second correspondence, the target correspondence is the corresponding second correspondence or the second correspondence. If the second correspondence is the left second correspondence and the right second correspondence, it is necessary to perform weighted summation on each corresponding point of the left second correspondence and the right second correspondence to obtain the final target correspondence. The corresponding points of the left second correspondence and the right second correspondence refer to two position points at the same distance from the front of the vehicle and the corresponding height difference. Specifically, the weighted summation of each corresponding point of the left second correspondence and the right second correspondence is divided into the following cases: In one case, the left wheel and the right wheel pass through obstacles of the same size and the same size at the same time, and the weights for the left second correspondence and the right second correspondence are the same. For example: if it is predicted that the vehicle is about to pass through a speed bump, the left wheel and the right wheel pass through the speed bump at the same time, and the height of the speed bump at distance 1 is h1, and the weights are both 0.5, then the result of the weighted sum is h1. Or, if it is predicted that the left wheel and the right wheel pass through the same depression at the same time, and the height of the depression at distance 2 is -h2, and the weights are both 0.5, then the result of the weighted sum is -h2.

[0108] In another case, the left wheel and the right wheel pass different obstacles at the same time, and the direction of the jitter caused by the obstacles is the same, both upward or downward; or, one wheel passes the obstacle, and the other wheel does not pass the obstacle. In this case, the weights of the left second correspondence and the right second correspondence can be set to be the same; but since the driver and the display image are both on the left side of the vehicle, the lifting or lowering of the left wheel has a greater impact on the image jitter than the right wheel, and the weight of the left second correspondence can also be set to be greater than the weight of the right second correspondence. For example: on a gravel road, the height of the small stone that the left wheel is about to run over at a distance of 3 is h3, and at the same time as the left wheel runs over the small stone, the height of the large stone that the right wheel runs over is h4, h3 is less than h4, the weight of the left second correspondence is set to 0.7, and the weight of the right second correspondence is set to 0.3, then the result of the weighted sum is (0.7h3+0.3h4).

[0109] In another case, the left wheel and the right wheel pass different obstacles at the same time, and the directions of the shaking caused by the obstacles are different, one side is upward and the other side is downward. At this time, the weights of the left second correspondence and the right second correspondence can be set to be the same; based on the same reason as the above another case, the absolute value of the left wheel weight can also be set to be greater than the absolute value of the right wheel weight. For example: at a distance of 4, the height of the stone that the left wheel is about to run over is h5, and when the left wheel runs over the stone, the height of the right wheel sinking into the depression is -h6. The weight of the left second correspondence is set to 0.6, and the weight of the right second correspondence is set to -0.4, then the result of the weighted sum is (0.6h5+0.4h6).

[0110] In summary, different weights may be set for weighted summation according to actual conditions, so that the position of the final adjusted display image is fixed and does not shake with the shaking of the vehicle.

[0111] The degree of vehicle vibration during driving is not only affected by road conditions, that is, external factors, but also by internal factors of the vehicle, such as the vehicle's speed, acceleration, the elastic coefficient of the suspension system, and the elastic coefficient of the wheels. The greater the speed or acceleration, the greater the vibration amplitude caused by the vehicle passing by obstacles; the better the elastic coefficient, the smaller the vibration amplitude caused by the vehicle passing by obstacles.

[0112] Therefore, in order to more accurately determine the position where the image is to be displayed, in some embodiments of the present disclosure, the method also includes the following step S603. In the above step S602, when the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference corresponding to each target position point. Controlling the display height of the displayed image can be specifically achieved through the following step S602a.

[0113] In step S603, a height change compensation coefficient is determined according to the vehicle information.

[0114] The vehicle information refers to factors of the vehicle itself that affect the vibration amplitude of the vehicle when the vehicle passes an obstacle. For example, the vehicle information includes at least one of the following: speed, acceleration, elastic coefficient of the suspension system, and elastic coefficient of the wheel.

[0115] In some achievable methods, the height change compensation coefficient is determined based on the vehicle information. Specifically, before the vehicle leaves the factory, different vehicle information is configured for testing, the height change compensation coefficient corresponding to the different configurations is determined, and the corresponding relationship between the vehicle information and the height change compensation coefficient is stored. For vehicle information that is not stored, the corresponding height change compensation coefficient can be determined by linear interpolation.

[0116] In other achievable methods, the height change compensation coefficient is predicted by a height change compensation coefficient prediction model. A pre-trained model including different vehicle information and corresponding height change compensation coefficients is trained to obtain a height change compensation coefficient prediction model capable of predicting the height change compensation coefficient according to the vehicle information, and the height change compensation coefficient prediction model is set in the vehicle.

[0117] In step S602a, when the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference and the height change compensation coefficient corresponding to each target position point.

[0118] Due to the suspension system of the vehicle and the shock absorbing effect of the tires, the vibration amplitude of the vehicle will be smaller than the height difference in the actual target correspondence relationship. In addition, due to the different speeds and accelerations of the vehicles, the vibration amplitude will be different when passing the same obstacle. Based on this, in order to make the position of the displayed image more accurate, the vehicle information is comprehensively considered, and the height change compensation coefficient is determined through the vehicle information. The target correspondence relationship is corrected by the height change compensation coefficient, so that the compensated height obtained after correction is more accurate.

[0119] Based on the same inventive concept as the above technical solution, see Fig.17 , which shows a display control device 1700 provided by the present disclosure, the display control device 1700 may be Figure 1 , Figure 4The display control unit shown in the figure, the display control device 1700 includes: an acquisition part 1701 and a control part 1702; the acquisition part 1701 is configured to acquire a target correspondence relationship between a plurality of continuous target position points and a target height difference within a preset distance range in the vehicle driving direction; the control part 1702 is configured to control the display height of the display image according to the target height difference corresponding to each target position point when the vehicle travels to each position point, so that the jitter displacement of the display image at each target position point is less than a displacement threshold.

[0120] In some embodiments of the present disclosure, the acquisition part 1701 is specifically configured to acquire a first correspondence between multiple continuous first position points and first height differences within a preset distance range in the vehicle's driving direction; when the difference between the first height differences corresponding to two adjacent first position points is greater than a first difference threshold, at least one set of interpolation position points and corresponding height differences are inserted between the two adjacent first position points to obtain multiple target correspondences.

[0121] In some embodiments of the present disclosure, the acquisition part 1701 is specifically configured to acquire an initial correspondence between a plurality of continuous initial position points and an initial height difference within a preset distance range in the direction of vehicle travel; when there are abnormal values ​​in the initial correspondence, the abnormal values ​​are corrected to obtain a plurality of first correspondences.

[0122] In some embodiments of the present disclosure, abnormal values ​​include: abnormal jitter points, the jitter amplitude of the abnormal jitter points is greater than the amplitude threshold and the jitter distance is less than the distance threshold; the acquisition part 1701 is specifically configured to correct at least one initial position point and initial height difference corresponding to the abnormal jitter points when there are abnormal jitter points in the initial correspondence, so as to obtain multiple first correspondences.

[0123] In some embodiments of the present disclosure, abnormal values ​​include: an abnormal initial height difference, the difference between the abnormal initial height difference and the corresponding predicted height difference is greater than a second difference threshold, and the predicted height difference is determined based on the changing trend of the initial height difference in the initial corresponding relationship; the acquisition part 1701 is specifically configured to correct the abnormal initial height difference according to the predicted height difference corresponding to the abnormal initial height difference when there is an abnormal initial height difference in the initial corresponding relationship, so as to obtain multiple first corresponding relationships.

[0124] In some embodiments of the present disclosure, the device also includes: a determination part, which is configured to: determine the corresponding target correction method according to the jitter amplitude and change frequency of the jitter point in the initial correspondence; the acquisition part 1701 is specifically configured to correct the abnormal value by the target correction method when there is an abnormal value in the initial correspondence, so as to obtain multiple first correspondences.

[0125] In some embodiments of the present disclosure, the determination part is also configured to determine the extreme position points corresponding to the local maximum and local minimum values ​​in the initial correspondence before determining the corresponding target correction method based on the jitter amplitude and change frequency of the jitter points in the initial correspondence; determine the change frequency of the jitter points in the first correspondence based on the number of extreme position points or the average interval between adjacent extreme position points; and determine the jitter amplitude of the jitter points in the first correspondence based on the initial height difference corresponding to the extreme position points.

[0126] In some embodiments of the present disclosure, the abnormal value also includes: a slope point, which is a position point between a first initial position point and a second initial position point in the initial correspondence relationship, wherein the initial height difference corresponding to the first initial position point is greater than a first height difference threshold, and the second initial position point is a position point before the first initial position point and the initial height difference closest to the first initial position point is less than the second height difference threshold; the acquisition part 1701 is specifically configured to correct the initial height difference corresponding to the slope point to 0 when there is a slope point in the initial correspondence relationship, thereby obtaining multiple first correspondence relationships.

[0127] In some embodiments of the present disclosure, the acquisition part 1701 is specifically configured to collect a second correspondence between a plurality of continuous second position points and a second height difference on the predicted vehicle driving trajectory within a preset distance range in the vehicle driving direction, and the second correspondence between the plurality of second position points and the second height difference includes at least one of the following: a left second correspondence between a plurality of left second position points corresponding to the left wheel and the left second height difference, and a right second correspondence between a plurality of right second position points corresponding to the right wheel and the right second height difference; and the target correspondence is determined based on the second correspondence.

[0128] In some embodiments of the present disclosure, the determination part is further configured to determine the height change compensation coefficient based on the vehicle information; the control part 1702 is specifically configured to control the display height of the displayed image according to the target height difference and the height change compensation coefficient corresponding to each target position point when the vehicle travels to each position point.

[0129] It should be noted that the display control device provided by the present disclosure can achieve the same effect as the above-mentioned display control method, which will not be described in detail here.

[0130] refer to Fig.18 , which shows a structural block diagram of a display control device provided by an exemplary embodiment of the present disclosure. In some examples, the display control device has a communication function and can access a wired network or a wireless network. In some examples, the display control device can receive data based on the wired network or wireless network accessed. It can be understood that the display control device undertakes the calculation and processing work of the technical solution of the present disclosure, and the present disclosure does not limit this.

[0131] like Fig.18 As shown, the display control device in the present disclosure may include one or more of the following components: a processor 1810 and a memory 1820 .

[0132] Optionally, the processor 1810 uses various interfaces and lines to connect various parts of the entire computing device, and executes various functions of the computing device and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 1820, and calling data stored in the memory 1820. Optionally, the processor 1810 can be implemented in at least one hardware form of digital signal processing (DSP), field-programmable gate array (FPGA), and programmable logic array (PLA). The processor 1810 can integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), a neural network processor (NPU), and a baseband chip. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing the content that needs to be displayed on the touch display; the NPU is used to implement artificial intelligence (AI) functions; and the baseband chip is used to process wireless communications. It is understandable that the above-mentioned baseband chip may not be integrated into the processor 1810, but may be implemented by a separate chip.

[0133] The memory 1820 may include a random access memory (RAM) or a read-only memory (ROM). Optionally, the memory 1820 includes a non-transitory computer-readable storage medium. The memory 1820 may be used to store instructions, programs, codes, code sets, or instruction sets. The memory 1820 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above various method embodiments, etc.; the data storage area may store data created according to the use of the computing device, etc.

[0134] In addition, those skilled in the art can understand that the structure of the display control device shown in the above drawings does not constitute a limitation on the display control device, and the display control device may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently. For example, the display control device also includes a display screen, a camera assembly, a microphone, a speaker, a radio frequency circuit, an input unit, a sensor (such as an acceleration sensor, an angular velocity sensor, a light sensor, etc.), an audio circuit, a WiFi module, a power supply, a Bluetooth module and other components, which will not be described in detail here.

[0135] The present disclosure also provides a projection device, including: a display unit and a display control unit; the display control unit is configured to: obtain a target correspondence relationship between a plurality of continuous target position points and a target height difference within a preset distance range in the direction of vehicle travel; and when the vehicle travels to each position point, control the display height of the displayed image according to the target height difference corresponding to each target position point, so that the jitter displacement of the displayed image at each target position point is less than a displacement threshold; the display unit projects the image onto the projected component, so that a visual confirmer visually confirms the image.

[0136] The present disclosure also provides a computer-readable storage medium storing at least one instruction, wherein the at least one instruction is used to be executed by a processor to implement the display control method described in the above embodiments.

[0137] The present disclosure also provides a computer program product, which includes computer instructions stored in a computer-readable storage medium; a processor of a computing device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computing device executes to implement the display control method described in the above-mentioned embodiments.

[0138] Those skilled in the art should be aware that in one or more of the above examples, the functions described in the present disclosure can be implemented using hardware, software, firmware, or any combination thereof. When implemented using software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or codes on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any media that facilitates the transmission of computer programs from one place to another. Storage media can be any available media that can be accessed by a general or special-purpose computer.

[0139] It should be noted that the technical solutions described in the present disclosure can be combined arbitrarily without conflict.

[0140] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A display control method, characterized in that: The method comprises: Obtaining a target correspondence relationship between a plurality of consecutive target position points and target height differences within a preset distance range in the vehicle's driving direction, wherein the target height difference corresponding to a target position point is the difference between the height at the target position point and the height at the vehicle's starting driving position point; When the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference corresponding to each target position point, so that the jitter displacement of the displayed image at each target position point is less than the displacement threshold.

2. The method according to claim 1, characterized in that The step of obtaining a target correspondence relationship between a plurality of continuous target position points and target height differences within a preset distance range in the vehicle travel direction includes: Acquire a first correspondence between a plurality of continuous first position points and a first height difference within a preset distance range in the vehicle travel direction; When the difference between the first height differences corresponding to two adjacent first position points is greater than the first difference threshold, at least one set of interpolation position points and corresponding height differences are inserted between the two adjacent first position points to obtain multiple target correspondence relationships.

3. The method according to claim 2, characterized in that The step of obtaining a first correspondence between a plurality of continuous first position points and a first height difference within a preset distance range in the vehicle driving direction includes: Acquire an initial correspondence between a plurality of continuous initial position points and an initial height difference within a preset distance range in the vehicle's driving direction; In the case where there are abnormal values ​​in the initial corresponding relationships, the abnormal values ​​are corrected to obtain a plurality of first corresponding relationships.

4. The method according to claim 3, characterized in that The abnormal value includes: an abnormal jitter point, the jitter amplitude of the abnormal jitter point is greater than the amplitude threshold and the jitter distance is less than the distance threshold; in the case where the abnormal value exists in the initial corresponding relationship, the abnormal value is corrected to obtain multiple first corresponding relationships, including: In the case where there are abnormal jitter points in the initial corresponding relationship, at least one initial position point and an initial height difference corresponding to the abnormal jitter point are corrected to obtain the multiple first corresponding relationships.

5. The method according to claim 3, characterized in that: The abnormal value includes: an abnormal initial height difference, the difference between the abnormal initial height difference and the corresponding predicted height difference is greater than a second difference threshold, and the predicted height difference is determined according to the change trend of the initial height difference in the initial corresponding relationship; in the case where the abnormal value exists in the initial corresponding relationship, the abnormal value is corrected to obtain multiple first corresponding relationships, including: In the case where an abnormal initial height difference exists in the initial corresponding relationship, the abnormal initial height difference is corrected according to a predicted height difference corresponding to the abnormal initial height difference to obtain the multiple first corresponding relationships.

6. The method according to claim 3, characterized in that The method further comprises: Determine a corresponding target correction method according to the jitter amplitude and change frequency of the jitter point in the initial corresponding relationship; In the case where an abnormal value exists in the initial corresponding relationship, the abnormal value is corrected to obtain a plurality of first corresponding relationships, including: In the case where an abnormal value exists in the initial corresponding relationship, the abnormal value is corrected by the target correction method to obtain a plurality of first corresponding relationships.

7. The method according to claim 6, characterized in that Before determining the corresponding target correction method according to the jitter amplitude and the change frequency of the jitter point in the initial corresponding relationship, the method further includes: Determine the extreme value position points corresponding to the local maximum and the local minimum in the initial corresponding relationship; Determine the change frequency of the jitter points in the first corresponding relationship according to the number of extreme value position points or the average interval between adjacent extreme value position points; The jitter amplitude of the jitter point in the first corresponding relationship is determined according to the initial height difference corresponding to the extreme value position point.

8. The method according to claim 3, characterized in that The abnormal value further includes: a slope point, the slope point being a position point between a first initial position point and a second initial position point in the initial corresponding relationship, the initial height difference corresponding to the first initial position point being greater than a first height difference threshold, and the second initial position point being a position point before the first initial position point and the initial height difference closest to the first initial position point being less than a second height difference threshold; In the case where an abnormal value exists in the initial corresponding relationship, the abnormal value is corrected to obtain a plurality of first corresponding relationships, including: When there is a slope point in the initial corresponding relationship, the initial height difference corresponding to the slope point is corrected to 0 to obtain the multiple first corresponding relationships.

9. The method according to claim 1, characterized in that: The step of obtaining a target correspondence relationship between a plurality of continuous target position points and target height differences within a preset distance range in the vehicle travel direction includes: Collecting a second correspondence between a plurality of continuous second position points and a second height difference on a predicted vehicle driving trajectory within a preset distance range in the vehicle driving direction, wherein the second correspondence between the plurality of second position points and the second height difference comprises at least one of the following: a left second correspondence between a plurality of left second position points corresponding to the left wheel and the left second height difference, and a right second correspondence between a plurality of right second position points corresponding to the right wheel and the right second height difference; The target corresponding relationship is determined according to the second corresponding relationship.

10. The method according to claim 1, characterized in that The method further comprises: Determine the height change compensation coefficient based on vehicle information; When the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference corresponding to each target position point, including: When the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference and the height change compensation coefficient corresponding to each target position point.

11. A display control device, characterized in that: The device comprises: an acquisition part and a control part; The acquisition part is configured to acquire a target correspondence relationship between a plurality of continuous target position points and target height differences within a preset distance range in the vehicle travel direction; The control part is configured to control the display height of the displayed image according to the target height difference corresponding to each target position point when the vehicle travels to each position point, so that the jitter displacement of the displayed image at each target position point is less than the displacement threshold.

12. A display control device, characterized in that: The device comprises: a processor and a memory; the processor is used to execute instructions stored in the memory to implement the display control method according to any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores at least one instruction, and the at least one instruction is used to be executed by a processor to implement the display control method according to any one of claims 1 to 10.

14. A projection device, characterized in that: include: A display unit and a display control unit; The display control unit is configured as follows: Obtaining a target correspondence relationship between a plurality of continuous target position points and target height differences within a preset distance range in the vehicle's travel direction; And, when the vehicle travels to each position point, the display height of the displayed image is controlled according to the target height difference corresponding to each target position point, so that the jitter displacement of the displayed image at each target position point is less than the displacement threshold; The display unit projects an image onto a projection target member so that a viewer can visually view the image.

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