A method, device, vehicle and storage medium for vehicle head-up display

Abstract

The application provides a kind of vehicle-mounted head-up display method, device, vehicle and storage medium, the method is applied to intelligent automobile driving technical field, comprising: monitoring whether there is target shelter in head-up display area on front windshield, head-up display area includes at least two state display areas, state display area is shown with state information for representing vehicle driving state;If there is, determine the state display area where target shelter is located as target adjustment area, determine the shelter parameter in target adjustment area, and calculate the adjustment data corresponding to target adjustment area according to shelter parameter;According to the state information in target adjustment area is adjusted according to adjustment data.The method can identify the target adjustment area of head-up display area with shelter, and adjust the area alone, avoid the overall large-scale adjustment of head-up display area, reduce the perception of state information change for driver, so that driver obtains comfortable head-up display experience.

Description

Technical Field

[0001] This application relates to the field of intelligent vehicle driving technology, and more specifically, to a method, apparatus, vehicle, and storage medium for an in-vehicle head-up display in the field of intelligent vehicle driving technology. Background Technology

[0002] A head-up display (HUD) is a technology that projects key driving information (such as speed, navigation instructions, and warnings) onto the windshield in front of the driver's line of sight. It is widely used in modern automotive driving systems. This technology allows drivers to access this crucial information without looking down at the instrument panel, enabling them to receive essential driving information while maintaining focus on the road ahead, thus improving driving convenience and safety.

[0003] However, in actual driving, due to environmental factors such as dust, insects, and light, localized contamination can easily occur on the windshield, affecting the clarity of the content displayed in the head-up display system. This can make it difficult for the driver to see key driving information and may even endanger driving safety. Summary of the Invention

[0004] This application provides a method, apparatus, vehicle, and storage medium for an in-vehicle head-up display. The method can identify target adjustment areas in the head-up display area where obstructions exist and adjust those areas individually, avoiding large-scale adjustments to the entire head-up display area, reducing the driver's perception of changes in the head-up display area, and enabling passengers to obtain a comfortable and natural head-up display experience.

[0005] Firstly, a method for a vehicle-mounted head-up display is provided. The method includes: monitoring whether a target obstruction exists in the head-up display area on the windshield, the head-up display area including at least two status display areas, the status display areas displaying status information for characterizing the vehicle's driving status; if the target obstruction exists, determining the status display area where the target obstruction is located as a target adjustment area, determining the obstruction parameters in the target adjustment area, and calculating the adjustment data corresponding to the target adjustment area based on the obstruction parameters; and adjusting the status information in the target adjustment area based on the adjustment data.

[0006] The beneficial effects of the technical solution described in the first aspect include at least the following: By monitoring the head-up display area in real time, it is possible to promptly detect whether there are any obstructions in each status display area, providing preparation for subsequent adjustment operations and preventing status information from being obscured for extended periods without corresponding adjustments; then, by determining the target adjustment area where the target obstruction is located and the corresponding obstruction parameters, and further calculating the corresponding adjustment data based on the obstruction parameters, it is possible to accurately determine which information is clearly displayed and which information is obscured, thus allowing for targeted adjustments and avoiding large-scale adjustments to the entire head-up display area, reducing the driver's perception of changes in the head-up display area; finally, based on the adjustment data, the angle, position, brightness, contrast, and other parameters of the status information display are adjusted accordingly to ensure that the adjusted status information is accurately and clearly displayed, reducing the driving risks caused by obstructed status information. This targeted adjustment of obscured areas avoids large-scale adjustments to the entire head-up display area, reduces the driver's perception of changes in the head-up display area, and allows drivers to clearly obtain key vehicle driving status information without distraction, improving driving safety and the flexibility of information display.

[0007] In some possible implementations, the above-mentioned monitoring of whether there is a target obstruction in the head-up display area on the windshield includes: acquiring images of the head-up display area on the windshield at a preset frequency, and identifying whether there is a target obstruction in the head-up display area through image recognition.

[0008] Through the technical solutions described above, images in the head-up display area on the windshield can be collected periodically, and image recognition technology can be used to identify the images. This allows for real-time monitoring of whether there are any obstructions in the head-up display area, enabling the rapid and accurate detection and location of obstruction issues, and providing timely and effective basis for subsequent adjustment operations.

[0009] In some possible implementations, the above-mentioned determination of occlusion parameters in the target adjustment area and calculation of adjustment data corresponding to the target adjustment area based on the occlusion parameters includes: identifying at least one occlusion parameter of the target occluder through image recognition, wherein the occlusion parameter includes at least one of the position parameter and area parameter of the target occluder; calculating a first rotation angle corresponding to the target adjustment area based on each occlusion parameter, and using the first rotation angle as adjustment data.

[0010] Through the technical solutions described above in the possible implementation methods, after identifying the target obstruction, image recognition technology can accurately capture the obstruction parameters such as position and area parameters. These parameters provide crucial information for subsequent adjustment operations. Then, a first rotation angle is calculated based on the obstruction parameters, and this first rotation angle is used as adjustment data to adjust the state information in the target adjustment area. This fully considers the impact of the obstruction on the displayed content, effectively avoids the obstruction, and ensures that the adjusted state information is clearly presented within the driver's field of vision.

[0011] In some possible implementations, after calculating the first rotation angle corresponding to the target adjustment area based on each occlusion parameter, the method further includes: determining at least one environmental parameter of the environment in which the windshield is located, the environmental parameter including at least one of light intensity parameter and rainfall parameter obtained by an environmental monitoring sensor; calculating an adjustment coefficient for the first rotation angle based on each occlusion parameter and each environmental parameter, and calculating a second rotation angle corresponding to the target adjustment area based on the first rotation angle and the adjustment coefficient, and using the second rotation angle as adjustment data.

[0012] Through the technical solutions described above, after calculating the first rotation angle corresponding to the target adjustment area, an environmental monitoring function is introduced. This involves acquiring environmental parameters such as light intensity and rainfall in the environment surrounding the windshield, and intelligently determining an adjustment coefficient by comprehensively considering both obstruction and environmental parameters. This adjustment coefficient simultaneously reflects the overall impact of obstructions and environmental changes on the information display effect, ensuring that when adjusting the status information display position, not only are obstructions avoided, but also environmental interference is fully considered. This enhances the stability and reliability of the vehicle head-up display system under various complex environmental conditions, further improving the accuracy of status information display adjustment.

[0013] In some possible implementations, the above-mentioned calculation of the adjustment coefficient for the first rotation angle based on each occlusion parameter and each environmental parameter includes: calculating the occlusion influence factor corresponding to each occlusion parameter and the environmental influence factor corresponding to each environmental parameter, wherein each occlusion influence factor is used to characterize the degree of influence of each occlusion parameter on the state information, and each environmental influence factor is used to characterize the degree of influence of each environmental parameter on the state information; determining the comprehensive influence factor based on each occlusion influence factor and each environmental influence factor, and calculating the adjustment coefficient for the first rotation angle based on the comprehensive influence factor.

[0014] By employing the technical solutions described above in the possible implementation methods, the occlusion impact factor corresponding to each occlusion parameter and the environmental impact factor corresponding to each environmental parameter are calculated respectively, thereby further optimizing the status information display adjustment process. The occlusion impact factor can accurately quantify the degree of influence of different occlusion parameters on the visibility and clarity of status information, while the environmental impact factor can accurately reflect the specific effects of environmental parameters such as light intensity and rainfall on the display effect. By calculating these impact factors, the combined influence of occlusions and environmental factors can be more comprehensively evaluated, thereby determining the comprehensive impact factor based on each impact factor, and calculating the adjustment coefficient for the first rotation angle accordingly. This refined adjustment method ensures that stable and clear driving status information can be provided under different occlusion and environmental conditions.

[0015] In some possible implementations, after adjusting the state information in the target adjustment area based on the adjustment data, the method further includes: generating adjustment prompt information for the target adjustment area, triggering a device prompt message based on the adjustment prompt information, wherein the device prompt message includes at least one of a voice prompt message and a visual prompt message.

[0016] Through the technical solutions described above, after adjusting the status information in the target adjustment area, adjustment prompt information for the target adjustment area is generated, and a device prompt message is triggered based on this information, achieving more intuitive and comprehensive information feedback to the driver. When the status information is adjusted due to factors such as obstructions, the driver can be informed of the specific content and result of the adjustment in real time through diverse prompts such as voice or vision, ensuring that the driver can quickly and accurately obtain the latest vehicle driving status information, further improving the convenience of the in-vehicle head-up display system.

[0017] In some possible implementations, the above method further includes: responding to a user-triggered adjustment operation on a target status display area, obtaining user adjustment data corresponding to the user adjustment operation, adjusting the status information in the target status display area based on the user adjustment data; and updating the user's personalized adjustment strategy based on the user adjustment data, wherein the personalized adjustment strategy is used to correct the adjustment data according to the user's preference information.

[0018] Through the technical solutions described above, this approach responds to user adjustments to the target status display area, capturing and acquiring user adjustment data in real time. This allows users to intuitively and conveniently adjust the display of status information according to their individual needs, thereby further improving the readability of the status information. Furthermore, by dynamically updating the user's personalized adjustment strategy based on the user's adjustment data, the system can learn and understand user preferences, intelligently optimize and correct subsequent adjustment data, and gradually form an information display solution that better meets the user's personalized needs.

[0019] Secondly, a vehicle-mounted head-up display device is provided, comprising: a determination module for monitoring whether a target obstruction exists in the head-up display area on the windshield, the head-up display area including at least two status display areas displaying status information characterizing the vehicle's driving status; a calculation module for determining, if present, the status display area where the target obstruction is located as the target adjustment area, determining the obstruction parameters in the target adjustment area, and calculating the adjustment data corresponding to the target adjustment area based on the obstruction parameters; and an adjustment module for adjusting the status information in the target adjustment area based on the adjustment data.

[0020] Thirdly, a vehicle is provided, including a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0021] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0022] Fifthly, a computer-readable storage medium is provided that stores a computer program, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0023] Figure 1 This is an exemplary system architecture diagram of a method for in-vehicle head-up display provided in an embodiment of this application;

[0024] Figure 2 This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application;

[0025] Figure 3 This is a schematic diagram of the head-up display area of ​​a method for vehicle-mounted head-up display provided in an embodiment of this application;

[0026] Figure 4 This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application;

[0027] Figure 5 This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application;

[0028] Figure 6This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application;

[0029] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0030] The technical solutions of this application will be clearly and thoroughly described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0031] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, when the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0032] In-vehicle head-up display (HUD) technology projects key driving information directly onto the windshield in front of the driver's line of sight, allowing the driver to focus more on the road ahead without frequently looking down at the instrument panel. This reduces the risk of accidents caused by distraction and enhances driving safety. However, in actual use, dust, insect residue, and other contaminants on the windshield can easily cause localized contamination on the HUD area. These contaminants can obscure or blur the displayed information, making it difficult for the driver to accurately read key information, thus affecting driving decisions and driving safety.

[0033] To address the issue of display clarity in in-vehicle head-up display (HUD) technology during actual driving, existing HUD content adjustment technologies can monitor contaminants on the windshield in real time. When contaminants are detected, the technology adjusts the displayed content based on factors such as the size of the contaminants, changing aspects like contrast, size, or position to ensure the driver can clearly see crucial driving information. However, in practice, windshield contamination is often localized, affecting only a small area of ​​the display screen. Existing adjustment technologies often require a holistic approach, adjusting the entire HUD screen. Because the entire screen is constantly changing, the driver must continuously adapt, which can lead to difficulty in accurately capturing key information in a short time and can also distract them due to frequent changes, impacting driving safety.

[0034] Therefore, this application provides a method for in-vehicle head-up display, which enables the head-up display area to be adjusted in sections according to the pollutant conditions, thereby reducing the driver's perception of changes in the head-up display content.

[0035] Please see Figure 1 , Figure 1 An exemplary system architecture diagram of a method for an in-vehicle head-up display provided in an embodiment of this application.

[0036] like Figure 1 As shown, the system architecture may include vehicle 101, network 102, and server 103. Network 102 serves as the medium for providing a communication link between vehicle 101 and server 103. Network 102 may include various types of wireless communication links, such as Bluetooth communication links, Wireless-Fidelity (Wi-Fi) communication links, or microwave communication links.

[0037] In this embodiment, the vehicle 101 may further include at least an in-vehicle camera and a head-up display (HUD). The HUD is displayed on the windshield, and its HUD area displays the vehicle 101's driving status information, allowing users to intuitively view this status information. The in-vehicle camera captures images of the windshield, enabling the vehicle 101 to monitor the HUD area on the windshield. The vehicle 101 can interact with the server 103 via the network 102 to receive or send messages to the server 103. Alternatively, the vehicle 101 can interact with the server 103 via the network 102 to receive messages or data sent to the server 103 by other users. For example, the vehicle 101 can request navigation data from the server 103 via the network 102 and display the navigation data received from the server 103 in the HUD area on the windshield.

[0038] Server 103 can be a business server providing various services. It should be noted that server 103 can be either hardware or software. When server 103 is hardware, it can be implemented as a distributed server cluster consisting of multiple servers, or as a single server. When server 103 is software, it can be implemented as multiple software programs or software modules (e.g., used to provide distributed services), or as a single software program or software module; no specific limitations are made here.

[0039] Alternatively, the system architecture may not include server 103. In other words, server 103 may be an optional device in the embodiments of this specification. That is, the method provided in the embodiments of this specification can be applied to a system structure that only includes vehicle 101. The embodiments of this application do not limit this.

[0040] In this embodiment, the vehicle 101 first monitors whether there is a target obstruction in the head-up display area on the windshield. The head-up display area includes at least two status display areas, which display status information used to characterize the vehicle's driving status. If the obstruction exists, the vehicle 101 determines the status display area where the target obstruction is located as the target adjustment area, determines the obstruction parameters in the target adjustment area, and calculates the adjustment data corresponding to the target adjustment area based on the obstruction parameters. Finally, the vehicle 101 adjusts the status information in the target adjustment area based on the adjustment data.

[0041] It should be understood that Figure 1 The number of vehicles, networks, and servers shown is only illustrative; the number can be any number depending on the implementation requirements.

[0042] Please see Figure 2 , Figure 2This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application. The executing entity in this embodiment can be a vehicle performing the in-vehicle head-up display, a processor within a vehicle performing the in-vehicle head-up display method, or an in-vehicle head-up display service within the vehicle performing the in-vehicle head-up display method. For ease of description, the following uses a processor within a vehicle as the executing entity to describe the specific execution process of the in-vehicle head-up display method.

[0043] like Figure 2 As shown, the in-vehicle head-up display method may include at least:

[0044] S202. Monitor whether there is a target obstruction in the head-up display area on the windshield. The head-up display area includes at least two status display areas, which display status information used to characterize the vehicle's driving status.

[0045] Optionally, the head-up display system in the vehicle projects status information, such as vehicle speed and navigation instructions, directly onto the windshield in front of the driver's line of sight. For example, please refer to [link to relevant documentation]. Figure 3 , Figure 3 This is a schematic diagram of the head-up display area for a method of vehicle-mounted head-up display provided in an embodiment of this application. Figure 3 In diagram (A), 310 and in diagram (B), 320 correspond to the head-up display (HUD) area in the vehicle. If the HUD area is obstructed by contaminants, the displayed status information may become incomplete or blurry, affecting the driver's judgment. Therefore, to ensure timely detection and handling of issues that may affect the display of status information and to avoid driving risks caused by the driver's inability to see the status information clearly, it is necessary to monitor the presence of obstructions in the HUD area in real time and adjust the status information in the HUD area accordingly when an obstruction is detected. This step can be achieved through a sensor system integrated into the vehicle, including but not limited to cameras, infrared sensors, or radar sensors. These sensors can capture and analyze images or signals from the HUD area to identify whether there are target obstructions (such as mud, insect residue, light, light spots, or other external objects) that are blocking the content of the display area.

[0046] Alternatively, since windshield contamination is often localized and may only affect a small portion of the head-up display (HUD) information, large-scale adjustments to the entire HUD would cause noticeable changes, potentially distracting the driver and increasing the risk of accidents. Therefore, a zoned adjustment strategy could be considered. The HUD could be divided into multiple status display zones, each displaying information representing the vehicle's driving status. Then, the specific status information could be adjusted locally based on the location and extent of any obstructions on the windshield.

[0047] Optionally, in one feasible implementation, the head-up display area can be divided into regions based on the properties of the status information itself (such as importance, function, etc.). For example, such as... Figure 3 (A) The head-up display area 310 is divided into zones based on the function of status information. The speed display area 311 shows the vehicle's current speed, allowing the driver to easily monitor and adjust the speed accordingly. The navigation instruction area 312 displays maps and navigation information to help the driver plan routes. The safety warning area 313 graphically displays surrounding traffic and pedestrian conditions, and provides the driver with expected driving actions as driving assistance or safety warnings. These status display areas each have different functions, and status information fulfilling the same function is typically grouped together within a specific area. This division method clearly defines the functional zoning of status information within the head-up display area, allowing for quick identification of the target adjustment range when adjusting a contaminated area.

[0048] Alternatively, in another feasible implementation, the head-up display area can be divided into regions based on the different orientations (e.g., top, center, bottom) of the status information within the head-up display area. For example, as shown... Figure 3 (B) The head-up display area 320 is divided into four state display areas according to different orientations: upper left area 321, upper right area 322, lower left area 323, and lower right area 324. It should be noted that, in addition to the above two methods of area division, the head-up display area can also be divided based on the possibility of contamination, etc. This application embodiment does not limit the specific method of dividing the head-up display area.

[0049] S204. If it exists, determine the status display area where the target occluder is located as the target adjustment area, determine the occlusion parameters in the target adjustment area, and calculate the adjustment data corresponding to the target adjustment area based on the occlusion parameters.

[0050] Optionally, once a target obstruction is detected in the head-up display area, its specific position relative to the head-up display area is quickly determined, and the status display area where the target obstruction is located is designated as the target adjustment area. Subsequently, through image recognition or signal processing algorithms, obstruction parameters such as the area, shape, and transparency of the obstruction are calculated. Based on these obstruction parameters, the specific adjustment data required for the target adjustment area can be further calculated, enabling targeted adjustments to the target adjustment area based on different obstruction situations.

[0051] Still with Figure 3 The diagram shown below illustrates a head-up display area for a vehicle-mounted head-up display method according to an embodiment of this application. Figure 3 An obstruction 314 exists in the navigation instruction area 312 (A), affecting the display of navigation instruction information in the navigation instruction area 312. At this point, the presence of the target obstruction 314 in the head-up display area 310 is detected, and it is determined that the target obstruction is located in the navigation instruction area 312, which is then designated as the target adjustment area. Then, based on a specific algorithm, the obstruction parameters of the target obstruction 314 are calculated, revealing that the target obstruction 314 is located at the lower right edge of the navigation instruction area 312, and the corresponding adjustment data is determined accordingly.

[0052] S206. Adjust the status information in the target adjustment area based on the adjustment data.

[0053] Optionally, after calculating the adjustment data for the target adjustment area, the status information within the target adjustment area is automatically adjusted accordingly based on the adjustment data. These adjustments may include, but are not limited to, rotation adjustment, displacement adjustment, brightness / contrast adjustment, and scaling adjustment. For example, displacement adjustment can fine-tune the display position of the status information to outside the edge of the obstruction, ensuring the information is fully visible; brightness / contrast adjustment can increase or decrease the display brightness, improving the readability of the status information under complex lighting conditions; scaling adjustment can dynamically adjust the size of the displayed status information according to the degree of obstruction, ensuring the status information is easily identifiable.

[0054] As shown in S204 above Figure 3 (A) Taking the obstruction 314 in the navigation indication area 312 as an example, after calculating the adjustment data for the navigation indication area 312, the navigation indication information in the navigation indication area 312 is shifted and adjusted, the navigation arrow is enlarged and moved to the unobstructed upper left area, or the missing visual information is supplemented by voice prompts.

[0055] In this embodiment, a method for a vehicle head-up display is provided. The method monitors whether a target obstruction exists in the head-up display area on the windshield. The head-up display area includes at least two status display areas, each displaying status information representing the vehicle's driving status. If the obstruction exists, the status display area containing the target obstruction is determined as the target adjustment area. Obstruction parameters within the target adjustment area are determined, and adjustment data corresponding to the target adjustment area is calculated based on the obstruction parameters. The status information in the target adjustment area is then adjusted based on the adjustment data. By monitoring the head-up display area in real time, it is possible to promptly detect any obstructions in each status display area, preparing for subsequent adjustment operations and preventing status information from being obscured for extended periods without corresponding adjustments. Then, the target adjustment area containing the obstruction and its corresponding obstruction parameters are determined. Based on these parameters, the corresponding adjustment data is further calculated, accurately identifying which information is clearly displayed and which is obscured. This allows for targeted adjustments, avoiding large-scale adjustments to the entire head-up display area, reducing the driver's perception of changes in the head-up display area, and ensuring stability and comfort during driving. Finally, based on the adjustment data, parameters such as the angle, position, brightness, and contrast of the status information display are adjusted accordingly to ensure that the adjusted status information is displayed accurately and clearly, reducing driving risks caused by obstructed status information.

[0056] Please see Figure 4 , Figure 4 This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application.

[0057] like Figure 4 As shown, the method for in-vehicle head-up display can include at least:

[0058] S402. Collect images of the head-up display area on the windshield at a preset frequency, and identify whether there is a target obstruction in the head-up display area through image recognition.

[0059] Optionally, an image acquisition mechanism can be used to monitor the head-up display area on the windshield in real time. Specifically, to ensure real-time capture and response to the appearance of obstructions on the windshield, one or more cameras can be installed on the vehicle, with the camera lenses pointed at the windshield to ensure clear and accurate capture of images of the head-up display area on the windshield, providing accurate input for subsequent image processing and recognition.

[0060] Optionally, the camera periodically captures images of the head-up display area on the windshield at a preset frequency. This frequency setting requires comprehensive consideration of factors such as image processing capabilities and the frequency of obstructions, ensuring timely capture of obstructions without overloading data processing due to excessively high capture frequencies. For example, in windy weather, the frequency of obstructions increases, and their position and shape may change due to the wind; therefore, a higher capture frequency (e.g., once every 30 seconds) is needed to capture these changes more promptly. Conversely, in clear weather, the frequency of obstructions is lower, and changes are slower; therefore, a lower capture frequency (e.g., once per minute) satisfies real-time requirements while reducing data processing burden.

[0061] Optionally, the acquired images are fed into a pre-defined image recognition algorithm (such as a convolutional neural network) for processing to determine whether there is a target occluder in the image (i.e., the corresponding head-up display area). The image recognition algorithm can be trained on a large amount of sample data in advance using machine learning or deep learning techniques to learn the characteristics of different occluders, thereby achieving accurate identification of the target occluder.

[0062] S404. If it exists, the status display area where the target occluder is located is determined as the target adjustment area. At least one occlusion parameter of the target occluder is identified by image recognition. The occlusion parameter includes at least one of the position parameter and area parameter of the target occluder.

[0063] Optionally, once the image recognition algorithm detects the presence of a target occluder, in order to improve image quality and provide more accurate and reliable input for subsequent image recognition and occluder detection, the images will undergo preprocessing. This may include the application of denoising algorithms (such as Gaussian filtering, mean filtering, etc.) and contrast enhancement algorithms (such as histogram equalization, adaptive contrast adjustment, etc.). Through preprocessing steps such as denoising and contrast enhancement, the occlusion parameters, such as the location and area of ​​the occluder, can be identified more accurately.

[0064] Optionally, the location of the target obstruction can be further determined, i.e., which status display area the target obstruction is located in, and the status display area can be determined as the target adjustment area that needs to be adjusted, so that the target adjustment area can be adjusted individually.

[0065] Optionally, to calculate accurate adjustment data, in addition to determining the specific location of the target occluder, it is also necessary to determine parameters such as the area, shape, and transparency of the occluder. To facilitate subsequent calculations, the position coordinates of the target occluder are converted to a coordinate system relative to the head-up display area, and the area of ​​the target occluder is normalized to between 0 and 1.

[0066] S406. Calculate the first rotation angle corresponding to the target adjustment area based on each occlusion parameter, and use the first rotation angle as adjustment data; adjust the state information in the target adjustment area according to the adjustment data.

[0067] Optionally, taking rotation adjustment as an example, based on the extracted occlusion parameters such as position and area, a first rotation angle corresponding to the target adjustment area can be further calculated. This first rotation angle is then used as adjustment data to adjust the state information in the target adjustment area. For example, if the target occlusion is mainly located on one side of the state display area, the entire state display area can be rotated in the opposite direction by a certain angle to avoid the target occlusion. Similarly, the size of the target occlusion will also affect the choice of rotation angle; generally, the larger the area of ​​the occlusion, the larger the required rotation angle may be. Therefore, the calculation of the rotation angle can be based on a weighted processing of the position and area parameters of the target occlusion to obtain the best visual effect. Finally, based on the calculated first rotation angle, the state information in the target adjustment area is rotated and adjusted accordingly to maintain the overall structure and readability of the state information.

[0068] S408. Generate adjustment prompt information for the target adjustment area, and trigger a device prompt message based on the adjustment prompt information. The device prompt message includes at least one of a voice prompt message and a visual prompt message.

[0069] Optionally, after adjusting the state information in the target adjustment area according to the first rotation angle, an adjustment prompt message containing the adjusted state information is generated based on the content and extent of the adjustment. This message typically includes the location of the adjusted area, the type of adjustment (such as rotation, scaling, translation, etc.), informing the driver that the state information displayed on the head-up display area has changed, and the specific details of the change. Then, based on the generated adjustment prompt message, a corresponding device prompt message is triggered within the vehicle. This device prompt message can be a voice prompt or a visual prompt. For example, the device prompt message can be broadcast to the driver in voice form using in-vehicle audio or speech synthesis technology, ensuring that the driver receives important prompt information without needing to focus on the head-up display area; alternatively, a visual representation of the device prompt message may be displayed on the head-up display area or other visible areas (such as the instrument panel, central control screen, etc.). These visual cues may include flashing icons, highlighted text, or animations to attract the driver's attention.

[0070] This application provides a method for a vehicle-mounted head-up display. A camera periodically captures images of the head-up display area on the windshield, and image recognition technology is used to identify these images. This allows for real-time monitoring of the presence of obstructions in the head-up display area, quickly and accurately identifying and locating obstructions, providing timely and effective data for subsequent adjustments. Upon detecting an obstruction in the head-up display area, image recognition technology is used to calculate the position and area parameters of the affected area, and then calculates the corresponding first rotation angle. This first rotation angle is used as adjustment data to adjust the state information in the target adjustment area. This fully considers the impact of obstructions on the displayed content, effectively avoiding obstructions and ensuring that the adjusted state information is clearly presented within the driver's field of vision. After adjusting the state information in the target adjustment area, adjustment prompt information is generated for that area, and a device prompt message is triggered based on this information, providing the driver with more intuitive and comprehensive information feedback. When the status information is adjusted due to factors such as obstructions, the system can immediately inform the driver of the specific content and result of the adjustment through various prompts such as voice or vision, ensuring that the driver can quickly and accurately obtain the latest vehicle driving status information, further improving the convenience of the in-vehicle head-up display system.

[0071] Please see Figure 5 , Figure 5 This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application.

[0072] like Figure 5 As shown, the method for in-vehicle head-up display can include at least:

[0073] S502. Acquire images of the head-up display area on the windshield at a preset frequency, identify whether there is a target obstruction in the head-up display area through the image, and if so, determine the status display area where the target obstruction is located as the target adjustment area; identify at least one obstruction parameter of the target obstruction through the image; calculate the first rotation angle corresponding to the target adjustment area based on each obstruction parameter.

[0074] Optionally, an onboard camera captures images of the head-up display area on the windshield at a preset frequency. A preset image recognition algorithm identifies whether a target obstruction exists in the head-up display area. When a target obstruction is detected, the status display area containing the target obstruction is designated as the target adjustment area. Furthermore, the image identifies the obstruction's position, area, and other obstruction parameters, and calculates the first rotation angle corresponding to the target adjustment area based on these parameters. For details regarding step S502, please refer to [link to relevant documentation]. Figure 4The detailed descriptions of the embodiments shown will not be repeated here.

[0075] S504. Determine at least one environmental parameter of the environment in which the windshield is located, including at least one of light intensity parameter and rainfall parameter obtained by environmental monitoring sensors.

[0076] Optionally, measuring obstruction parameters can accurately identify and address obstructions on the windshield that affect the display of information in the head-up display area. Besides the obstructions themselves affecting the status information display, external environmental factors such as varying light intensities and rainfall can also interfere with the display. Therefore, it is possible to consider using environmental monitoring sensors to measure environmental parameters and dynamically adjust the display effect of the head-up display area based on real-time changes in the external environment.

[0077] Optionally, light intensity directly affects the brightness and contrast of the head-up display area. In bright light, the head-up display area requires higher brightness to ensure clear visibility of information; conversely, in low light, brightness needs to be reduced to avoid glare. By monitoring light intensity in real time, the display effect can be automatically adjusted to adapt to different ambient lighting conditions, ensuring that the driver can always clearly see the status information on the head-up display area. Specifically, light sensors can be installed at the front or top of the vehicle to accurately monitor external light intensity in real time and output corresponding light intensity values ​​(in lux). The light intensity values ​​output by the sensors are read and processed in real time for subsequent calculations and adjustments to the brightness and contrast settings of the status information display.

[0078] Optionally, rainfall can also affect the display quality of the head-up display area. Raindrops can interfere with light projection in the head-up display area, causing information to become blurry or difficult to read. By monitoring rainfall in real time, the display quality can be automatically adjusted or a rainproof mode can be activated to reduce the interference of raindrops on the display of status information and ensure the clarity and readability of the information. Specifically, a rain sensor can also be installed near the vehicle's windshield to monitor rainfall in real time and output the corresponding rainfall value (unit: mm / h).

[0079] It should be noted that environmental parameters may also include parameters other than light intensity and rainfall. Environmental monitoring sensors may also be installed in different locations on the vehicle as needed to obtain better measurement results. This application does not limit the content of environmental parameters or the installation location of sensors.

[0080] S506. Calculate the adjustment coefficient for the first rotation angle based on each occlusion parameter and each environmental parameter, and calculate the second rotation angle corresponding to the target adjustment area based on the first rotation angle and the adjustment coefficient, and use the second rotation angle as the adjustment data.

[0081] Optionally, since the display effect of status information in the head-up display area is affected by a variety of factors (such as the position of the obstruction itself, light intensity, etc.), these factors may interact with each other, and the degree of influence of different factors on the display effect may also be different. Therefore, it is necessary to comprehensively consider the role of various influencing factors and calculate the final adjustment data accordingly to avoid the one-sidedness and inaccuracy of adjustment operations caused by analysis of a single factor.

[0082] Specifically, the overall impact of all influencing factors on the status information display effect can be calculated based on the measured occlusion parameters and environmental parameters. An adjustment coefficient for the initially calculated first rotation angle is then calculated based on this overall impact. This adjustment coefficient reflects the degree of optimization of the first rotation angle. The first rotation angle is then optimized based on this adjustment coefficient to obtain a more accurate second rotation angle. This second rotation angle comprehensively considers the impact of various occlusion parameters and environmental parameters on the status information display effect, and is used as the optimized adjustment data.

[0083] S508. Adjust the status information in the target adjustment area based on the adjustment data.

[0084] Specifically, for step S508, please refer to the detailed description in step S206, which will not be repeated here.

[0085] This application provides a method for vehicle-mounted head-up display (HUD). After calculating the first rotation angle corresponding to the target adjustment area, an environmental monitoring function is introduced. By acquiring environmental parameters such as light intensity and rainfall parameters of the environment surrounding the windshield, and comprehensively considering occlusion parameters and environmental parameters, an adjustment coefficient is intelligently determined. This adjustment coefficient can simultaneously reflect the overall impact of obstructions and environmental changes on the information display effect, thereby ensuring that when adjusting the status information display position, not only are obstructions avoided, but also the interference of environmental factors is fully considered. This enhances the stability and reliability of the vehicle-mounted HUD system under various complex environmental conditions, and further improves the accuracy of status information display adjustment.

[0086] Please see Figure 6 , Figure 6 This is a schematic flowchart illustrating a method for an in-vehicle head-up display provided in an embodiment of this application.

[0087] like Figure 6As shown, the method for in-vehicle head-up display can include at least:

[0088] S602. Acquire images of the head-up display area on the windshield at a preset frequency, identify whether there is a target obstruction in the head-up display area through image recognition, and if so, determine the status display area where the target obstruction is located as the target adjustment area; identify at least one obstruction parameter of the target obstruction through image recognition; calculate the first rotation angle corresponding to the target adjustment area based on each obstruction parameter.

[0089] Optionally, an onboard camera captures images of the head-up display area on the windshield at a preset frequency. A preset image recognition algorithm identifies whether a target obstruction exists in the head-up display area. When a target obstruction is detected, the status display area containing the target obstruction is designated as the target adjustment area. Furthermore, the image identifies the obstruction's position, area, and other obstruction parameters, and calculates the first rotation angle corresponding to the target adjustment area based on these parameters. For details regarding step S602, please refer to [link to relevant documentation]. Figure 4 The detailed descriptions of the embodiments shown will not be repeated here.

[0090] S604. Determine at least one environmental parameter of the environment in which the windshield is located, calculate the shading influence factor corresponding to each shading parameter, and calculate the environmental influence factor corresponding to each environmental parameter. Each shading influence factor is used to characterize the degree of influence of each shading parameter on the state information, and each environmental influence factor is used to characterize the degree of influence of each environmental parameter on the state information.

[0091] Optionally, after calculating the first rotation angle, environmental parameters are measured using an environmental monitoring sensor, allowing the display effect of the head-up display area to be dynamically adjusted according to real-time changes in the external environment. For details regarding step S604, please refer to the detailed description in step S504; it will not be repeated here.

[0092] Optionally, after obtaining the environmental parameters, these parameters first need to be normalized to ensure they are within the same dimensions and range, facilitating subsequent calculations and analysis. Specifically, for the light intensity parameter, the actual light intensity is divided by the maximum light intensity (e.g., 1000 lux) to obtain the normalized light intensity value, which ranges from 0 to 1; similarly, for the rainfall parameter, the actual rainfall is divided by the maximum rainfall (e.g., 10 mm / h) to obtain the normalized rainfall value, which also ranges from 0 to 1.

[0093] Optionally, based on the normalized occlusion parameters and environmental parameters, corresponding occlusion impact factors (including location impact factors and area impact factors, etc.) and environmental impact factors (including light impact factors and rainfall impact factors, etc.) can be calculated respectively. These impact factors reflect the degree of influence of parameters such as stain location, area, light intensity, and rainfall on the display effect of status information. Specifically, a location impact factor can be defined based on the degree of influence of the occlusion's location parameter on the content displayed in the head-up display area. For example, the location impact factor is higher when the occlusion is located in the center area and lower when it is located at the edge area. An area impact factor can be defined based on the occlusion's area parameter on the content displayed in the head-up display area. For example, the larger the area, the higher the corresponding area impact factor. A light impact factor can be defined based on the degree of influence of the light intensity parameter on the display effect in the head-up display area. For example, the greater the light intensity, the higher the light impact factor. A rainfall impact factor can be defined based on the degree of influence of the rainfall parameter on the display effect. For example, the greater the rainfall, the higher the rainfall impact factor.

[0094] S606. Determine the comprehensive impact factor based on each shading impact factor and each environmental impact factor, calculate the adjustment coefficient for the first rotation angle based on the comprehensive impact factor, calculate the second rotation angle corresponding to the target adjustment area based on the first rotation angle and the adjustment coefficient, use the second rotation angle as adjustment data, and adjust the state information in the target adjustment area according to the adjustment data.

[0095] Optionally, since different influencing factors may have varying degrees of impact on the display effect of status information, it is necessary to assign a weight value to each influencing factor based on the actual situation to reflect the different importance of each influencing factor to the display effect. This weight can be determined and adjusted in real time using experimental data or machine learning algorithms. After determining the weight of each influencing factor, the values ​​of these influencing factors can be multiplied by their corresponding weights, and the results can be summed to obtain a comprehensive influencing factor. This comprehensive influencing factor reflects the overall degree of influence of various factors (such as the location and area of ​​obstructions, light intensity, rainfall, etc.) on the display effect of status information.

[0096] Optionally, while the comprehensive impact factor can fully reflect the combined influence of multiple factors on the display effect of status information, it is a relatively macro-level indicator. Directly adjusting based on the comprehensive impact factor involves the coordinated adjustment of multiple parameters. To further transform this macro-level indicator into specific adjustment parameters that can be directly calculated, an adjustment coefficient can be calculated based on the comprehensive impact factor. This adjustment coefficient reflects the degree of adjustment to the first rotation angle, and the initial first rotation angle can be directly corrected based on this adjustment coefficient to obtain optimized adjustment data. Specifically, the adjustment coefficient can be obtained by multiplying a specific constant by the comprehensive impact factor. This constant can be adjusted and optimized based on experimental data. By adjusting the value of the constant, we can control the sensitivity of the adjustment coefficient to changes in the comprehensive impact factor, thereby achieving more refined optimization and adjustment of the status information display effect.

[0097] Optionally, after calculating the adjustment coefficient for the first rotation angle, the second rotation angle, optimized from the first rotation angle, is calculated by adding the first rotation angle and the corresponding adjustment coefficient. This second rotation angle is the final adjustment data obtained by comprehensively considering various occlusion parameters and environmental parameters. It should be noted that during the calculation of the second rotation angle, the sum of the first rotation angle and the corresponding adjustment coefficient may exceed a preset range. This could lead to over-rotation when adjusting the status information based on the second rotation angle, thus affecting the driver's vision and driving safety. To ensure stable display of the status information, the second rotation angle needs to be limited to a range between -1° and +1°. If the calculated second rotation angle exceeds this range, it will be maintained at the boundary value, i.e., -1° or +1°, to ensure that the status information is always accurately displayed within the driver's field of vision.

[0098] For example, suppose an obstruction is detected in the upper left corner of a certain status display area, and the normalized area parameter is 0.3. At this time, the light intensity measured by the environmental monitoring sensor is 500 lux (normalized value 0.5) and the rainfall is 5 mm / h (normalized value 0.5). Based on the obstruction parameters and environmental parameters, the following factors are calculated: position influence factor is 0.8, area influence factor is 0.7, light influence factor is 0.6, and rainfall influence factor is 0.4. The weights of the position parameter, area parameter, light intensity parameter, and rainfall parameter are 0.4, 0.3, 0.2, and 0.1, respectively. The constant for calculating the adjustment coefficient is 0.5. The calculation process for adjusting the state information data for this obstruction is as follows: First, calculate the comprehensive influence factor based on each influencing factor and its corresponding weight: 0.4*0.8+0.3*0.7+0.2*0.6+0.1*0.4=0.32+0.21+0.12+0.04=0.69; then calculate the adjustment coefficient based on the comprehensive influence factor and a constant: 0.5*0.69=0.35; next, add the adjustment coefficient to the first rotation angle (+0.2°) to calculate the second rotation angle as 0.55°. Finally, the state information in the upper left area will be rotated 0.55° to the right to ensure that the information avoids the obstructed area.

[0099] S608. In response to a user-triggered adjustment operation on a target status display area, obtain user adjustment data corresponding to the user adjustment operation, adjust the status information in the target status display area according to the user adjustment data, and update the personalized adjustment strategy corresponding to the user based on the user adjustment data. The personalized adjustment strategy is used to correct the adjustment data according to the user's preference information.

[0100] Optionally, since different users have different visual habits, driving preferences, and information sensitivity, it is possible to introduce a user customization function, allowing users to adjust the information layout, font size, color contrast, and other display methods in the head-up display area according to their personal preferences, thereby meeting personalized information presentation needs.

[0101] Specifically, if a user finds that the position or display method of a certain status display area (such as speedometer, fuel level, etc.) does not meet their personal preferences or obstructs their view while driving, they can trigger an adjustment operation for that target status display area via buttons on the steering wheel, voice commands, or the touchscreen interface. Upon receiving the user's adjustment operation, the system immediately captures and records the user's specific adjustment requests, such as rotation angle, position offset, font size change, and color adjustment. These parameters constitute the user adjustment data. Then, based on the captured user adjustment data, the system can adjust the display effect of the status information in the target status display area in real time, ensuring that the information is both clearly visible and meets the user's personalized needs.

[0102] Optionally, in addition to applying users' individual adjustments instantly, the system can also intelligently generate or update personalized adjustment strategies based on these user adjustment data and user preference information (such as historical adjustment records and driving habits). This strategy can learn and predict users' preferences for status information display, thereby automatically optimizing the generated adjustment data according to the personalized adjustment strategy in subsequent driving, making the adjustment operations for status information closer to the user's psychological expectations and usage habits.

[0103] This application provides a method for vehicle head-up display, which further optimizes the status information display adjustment process by calculating the occlusion impact factor corresponding to each occlusion parameter and the environmental impact factor corresponding to each environmental parameter. The occlusion impact factor can accurately quantify the degree of influence of different occlusion parameters on the visibility and clarity of status information, while the environmental impact factor can accurately reflect the specific effects of environmental parameters such as light intensity and rainfall on the display effect. By calculating these impact factors, the combined influence of occlusions and environmental factors can be more comprehensively evaluated, thereby determining the comprehensive impact factor based on each impact factor, and calculating the adjustment coefficient for the first rotation angle accordingly. This refined adjustment method ensures that stable and clear driving status information can be provided under different occlusion and environmental conditions. In addition, by responding to the user's adjustment operation on the target status display area, the method captures and acquires the user's adjustment data in real time, allowing the user to intuitively and conveniently adjust the display method of status information according to their personal needs, thereby further improving the readability of status information. Furthermore, by dynamically updating the user's personalized adjustment strategy based on user adjustment data, it is possible to learn and understand the user's preference information, intelligently optimize and correct subsequent adjustment data, and gradually form an information display scheme that better meets the user's personalized needs.

[0104] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0105] For example, such as Figure 7 As shown, the vehicle 700 includes: at least one processor 701, at least one network interface 704, a user interface 703, a memory 705, and at least one communication bus 702.

[0106] The communication bus 702 is used to enable communication between these components.

[0107] The user interface 703 may include a display screen and a camera. Optionally, the user interface 703 may also include a standard wired interface and a wireless interface.

[0108] The network interface 704 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface).

[0109] The memory 705 stores executable program code: a vehicle head-up display program, and the processor 701 is used to call and execute the executable program code to perform a method of vehicle head-up display.

[0110] Furthermore, this application also protects an apparatus that may include a memory, a processor, an interface, and a communication bus, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for a vehicle head-up display provided in this application.

[0111] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0112] When the device is divided into functional modules corresponding to each function, it may further include a determining module, a calculating module, an adjusting module, a second calculating module, a prompt information generating module, and a user adjusting module. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0113] It should be understood that the device provided in this embodiment is used to execute the above-described method for a vehicle head-up display, and therefore can achieve the same effect as the above-described implementation method.

[0114] When using an integrated unit, the device may include a processing module, a storage module, an interface module, and a communication module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0115] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0116] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the vehicle head-up display method provided in the above embodiments.

[0117] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, it causes the computer to execute the aforementioned method steps to implement the in-vehicle head-up display method provided in the above embodiment. Figure 7 As shown, the memory 705, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle head-up display program.

[0118] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the in-vehicle head-up display method provided in the above embodiment.

[0119] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0120] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0121] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0122] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for vehicle-mounted head-up display, characterized in that, The method includes: Images of the head-up display area on the windshield are acquired at a preset frequency. The presence of a target obstruction in the head-up display area is identified through the images. The head-up display area includes at least two status display areas, which display status information used to characterize the vehicle's driving status. If it exists, the status display area where the target occluder is located is determined as the target adjustment area. At least one occlusion parameter of the target occluder is identified through the image. The first rotation angle corresponding to the target adjustment area is calculated based on each occlusion parameter. The occlusion parameter includes at least one of the position parameter and area parameter of the target occluder. Determine at least one environmental parameter of the environment in which the windshield is located, calculate an adjustment coefficient for the first rotation angle based on each obstruction parameter and each environmental parameter, and calculate a second rotation angle corresponding to the target adjustment area based on the first rotation angle and the adjustment coefficient, and use the second rotation angle as adjustment data. The environmental parameter includes at least one of light intensity parameter and rainfall parameter obtained by environmental monitoring sensor. The status information in the target adjustment area is adjusted based on the adjustment data.

2. The method according to claim 1, characterized in that, The step of calculating the adjustment coefficient for the first rotation angle based on each occlusion parameter and each environmental parameter includes: The occlusion impact factor corresponding to each occlusion parameter and the environmental impact factor corresponding to each environmental parameter are calculated respectively. Each occlusion impact factor is used to characterize the degree of influence of each occlusion parameter on the state information, and each environmental impact factor is used to characterize the degree of influence of each environmental parameter on the state information. A comprehensive impact factor is determined based on each shading impact factor and each environmental impact factor, and an adjustment coefficient for the first rotation angle is calculated based on the comprehensive impact factor.

3. The method according to claim 1, characterized in that, After adjusting the state information in the target adjustment area based on the adjustment data, the method further includes: Generate adjustment prompt information for the target adjustment area, and trigger a device prompt message based on the adjustment prompt information. The device prompt message includes at least one of a voice prompt message and a visual prompt message.

4. The method according to claim 1, characterized in that, The method further includes: In response to a user-triggered adjustment operation targeting a target status display area, the system obtains user adjustment data corresponding to the user adjustment operation and adjusts the status information in the target status display area based on the user adjustment data. The personalized adjustment strategy corresponding to the user is updated based on the user adjustment data. The personalized adjustment strategy is used to correct the adjustment data according to the user's preference information.

5. A vehicle-mounted head-up display device, characterized in that, The device includes: The determination module is used to acquire images of the head-up display area on the windshield at a preset frequency, and identify whether there is a target obstruction in the head-up display area through the images. The head-up display area includes at least two status display areas, and the status display areas display status information for characterizing the vehicle's driving status. The calculation module is used to determine, if present, the status display area where the target occluder is located as the target adjustment area, identify at least one occlusion parameter of the target occluder through the image, and calculate the first rotation angle corresponding to the target adjustment area based on each occlusion parameter. The occlusion parameter includes at least one of the position parameter and area parameter of the target occluder. Determine at least one environmental parameter of the environment in which the windshield is located, calculate an adjustment coefficient for the first rotation angle based on each obstruction parameter and each environmental parameter, and calculate a second rotation angle corresponding to the target adjustment area based on the first rotation angle and the adjustment coefficient, and use the second rotation angle as adjustment data. The environmental parameter includes at least one of light intensity parameter and rainfall parameter obtained by environmental monitoring sensor. The adjustment module is used to adjust the state information in the target adjustment area based on the adjustment data.

6. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 4.

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