Head-up display method, device and medium

Abstract

The invention provides a head-up display method and device and a medium, and the head-up display device comprises a controller which is disposed in the head-up display device, and is used for determining a near focal plane compensation value based on the attitude data of a vehicle, and determining a far focal plane compensation value based on the attitude data and the height information of a road surface; the image generator is coupled with the controller to receive the near focal plane compensation value and the far focal plane compensation value, the image generator can generate a near focal plane image according to the near focal plane compensation value and can generate a far focal plane image according to the far focal plane compensation value, the near focal plane image is projected on the near focal plane, the far focal plane image is projected on the far focal plane, and the near focal plane image is projected on the far focal plane. The vertical distance from the near focal plane to the windshield glass of the vehicle is smaller than the vertical distance from the far focal plane to the windshield glass of the vehicle, and by applying the embodiment of the invention, accurate compensation of the double focal planes can be realized under the condition of not changing or increasing hardware, and the display stability of the double focal planes is improved.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of display control, and in particular, to a head-up display method, device and medium. BACKGROUND

[0002] With the development of automobile intelligence, head-up display (HUD) technology is gradually becoming the mainstream configuration in the intelligent cockpit. Through the head-up display technology, the instrument panel information required for driving, navigation guidance information, etc. can be projected into the driver's field of view, thereby reducing the frequency of visual transfer and improving the efficiency of human-computer interaction.

[0003] However, dynamic environmental changes during vehicle driving can easily cause picture shaking, resulting in unstable image display, which seriously affects the comfort of the driver. SUMMARY

[0004] The present disclosure provides a head-up display method, device and medium; precise compensation for double focal surfaces can be achieved without changing or increasing hardware, and the display stability of the double focal surfaces is improved.

[0005] The technical solution of the present disclosure is implemented as follows: In a first aspect, the present disclosure provides a head-up display device, comprising: a controller disposed inside the head-up display device to determine a near focal surface compensation value based on attitude data of the vehicle, and determine a far focal surface compensation value based on the attitude data and height information of the road surface; and an image generator coupled to the controller to receive the near focal surface compensation value and the far focal surface compensation value, the image generator being capable of generating a near focal surface image according to the near focal surface compensation value, and capable of generating a far focal surface image according to the far focal surface compensation value, wherein the near focal surface image is projected onto the near focal surface, and the far focal surface image is projected onto the far focal surface, and wherein the vertical distance from the near focal surface to the windshield glass of the vehicle is less than the vertical distance from the far focal surface to the windshield glass of the vehicle.

[0006] In a second aspect, the present disclosure provides a head-up display method, comprising: determining a near focal surface compensation value according to attitude data of the vehicle; determining a far focal surface compensation value according to the attitude data and height information of the road surface; projecting a near focal surface image onto the near focal surface based on the near focal surface compensation value; and projecting a far focal surface image onto the far focal surface based on the far focal surface compensation value.

[0007] In a third aspect, the present disclosure provides a computer storage medium, the computer storage medium storing at least one instruction, the at least one instruction being used for being executed by a processor to implement the head-up display method of the second aspect.

[0008] By combining the attitude data of the vehicle and the height information of the road surface, the near and far focal planes can be differentiated and compensated in a targeted manner based on the causes of the shaking of the near and far focal planes, without relying on additional mechanical shock-absorbing hardware to realize stable display and image stabilization of the double focal planes, thereby improving the comfort of the interaction between the head-up display device and the driver. BRIEF DESCRIPTION OF DRAWINGS

[0009] Figure 1 A structural schematic diagram of a vehicle-mounted head-up display system provided by the present disclosure.

[0010] Figure 2 A structural schematic diagram of another vehicle-mounted head-up display system provided by the present disclosure.

[0011] Figure 3 A component schematic diagram of a head-up display device provided by the present disclosure.

[0012] Figure 4 An implementation flowchart of data preprocessing provided by the present disclosure.

[0013] Figure 5 A near focal plane image shaking schematic diagram provided by the present disclosure.

[0014] Figure 6 An implementation flowchart of near focal plane image anti-shaking provided by the present disclosure.

[0015] Figure 7 A double focal plane image shaking schematic diagram provided by the present disclosure.

[0016] Figure 8 A road surface undulation schematic diagram of a front road surface provided by the present disclosure.

[0017] Figure 9 An implementation flowchart of far focal plane image anti-shaking provided by the present disclosure.

[0018] Figure 10 An implementation flowchart of double focal plane display provided by the present disclosure.

[0019] Figure 11 An implementation flowchart of a head-up display method provided by the present disclosure.

[0020] Figure 12 A processing flowchart of a head-up display method provided by the present disclosure.

[0021] Figure 13 A component schematic diagram of a head-up display device provided by the present disclosure. DETAILED DESCRIPTION

[0022] The technical solutions in the present disclosure will be described clearly and completely below in conjunction with the drawings in the present disclosure.

[0023] In order for those skilled in the art to better understand the technical solutions in the embodiments of the present disclosure, the technical solutions in the embodiments of the present disclosure will be described clearly and completely below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only some of the embodiments of the present disclosure, not all. Based on the embodiments in the embodiments of the present disclosure, all other embodiments obtained by those skilled in the art should belong to the scope of protection of the present disclosure.

[0024] The terms used in the embodiments of the present disclosure are merely for the purpose of describing specific embodiments, and are not intended to limit the present disclosure. The singular forms "a", "an" and "the" used in the embodiments of the present disclosure and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0025] In addition, the term "and / or" in the embodiments of the present disclosure is merely a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are in an "or" relationship.

[0026] In order to facilitate the understanding of the technical solutions of the embodiments of the present disclosure, the related technologies of the embodiments of the present disclosure will be described below. The following related technologies can be combined with the technical solutions of the embodiments of the present disclosure in any way, and all belong to the protection scope of the embodiments of the present disclosure.

[0027] The technical solutions in the present disclosure will be described clearly and completely below in conjunction with the drawings in the present disclosure.

[0028] Figure 1 A structural schematic diagram of a vehicle-mounted head-up display system is provided in the present disclosure. The vehicle-mounted head-up display system 10 includes a head-up display device 100, a windshield glass 200, and a near focal plane 210.

[0029] The head-up display device 100 includes a controller 110 and an optical system 120. The controller 110 and the optical system 120 are both arranged inside the head-up display device 100. The optical system 120 includes an image generator 122 and an optical path member 124.

[0030] The controller 110 is coupled with the image generator 122 to send a signal for generating a near focal plane image to the image generator 122.

[0031] The image generator 122 generates the near-focal plane image based on the signal sent by the controller 110, and sends the image in the form of an optical signal (such as a light beam) to the light path component 124. The image generator 122 can be implemented as a picture generation unit (PGU), a laser beam scanning (LBS) component, or the like.

[0032] The light path component 124 includes a folding mirror 1242 and a rotatable mirror 1244. The image generated by the image generator 122 is transmitted to the folding mirror 1242 by a light beam, and then transmitted to the rotatable mirror 1244 by the folding mirror 1242, and then reflected to the windshield 200 of the vehicle by the rotatable mirror 1244, and then forms a near-focal plane image projected on the near-focal plane 210 in the visual perception of the human eye 11 after being reflected by the windshield 200. Figure 1 As can be seen, the image generated by the image generator 122 is transmitted to the folding mirror 1242 by a light beam, and then transmitted to the rotatable mirror 1244 by the folding mirror 1242, and then reflected to the windshield 200 of the vehicle by the rotatable mirror 1244, and then forms a near-focal plane image projected on the near-focal plane 210 in the visual perception of the human eye 11 after being reflected by the windshield 200.

[0033] Specifically, the near-focal plane 210 is a virtual projection plane formed in the visual perception of the human eye 11. The near-focal plane 210 is close to the vehicle cabin side or the inner side of the windshield, and the perceived distance from the human eye 11 is usually 1-2 meters. The near-focal plane image is mainly used to display instrument information of the vehicle (such as vehicle speed, fuel quantity, basic warning signs, etc.). The near-focal plane image specifically includes but is not limited to running parameters of the vehicle, driving assistance prompt information, and early warning prompt information. Exemplarily, the running parameters of the vehicle include real-time vehicle speed (unit: km / h), instantaneous fuel consumption (unit: L / 100km), remaining battery / oil quantity (which can also display the corresponding endurance mileage of the remaining battery / oil quantity), tire pressure monitoring data; the driving assistance prompt information includes gear shifting prompt information (such as prompting the driver to upshift in manual mode, which can display "upshift prompt: 3→4"), and the start state of the auxiliary driving system; the early warning prompt information includes blind area monitoring prompt information (such as "oncoming vehicle"), and endurance prompt information (such as "low fuel").

[0034] One end of the rigid support 130 is used to connect the load-bearing structure of the vehicle cabin (such as the instrument panel skeleton and the center console cross beam), and the other end is used to connect the outer shell of the head-up display device 100. In one example, by using a rigid support 130 made of high-strength material (such as die-cast aluminum alloy and high-strength steel), the rigid support 130 can be prevented from being twisted or bent due to vehicle vibration, thereby avoiding near-focal plane image jitter caused by deformation of the rigid support 130. In another example, by adding flexible connectors (such as dampers and rubber bumpers) at the connections between the rigid support 130 and the vehicle cabin, and at the connections between the rigid support 130 and the outer shell of the head-up display device 100, the vibration energy can be absorbed by the elastic deformation of the flexible connectors, thereby avoiding the transmission of vehicle vibration to the head-up display device 100 and causing near-focal plane image jitter.

[0035] For example, in addition to the above-mentioned method of preventing near-focal image jitter by adding extra hardware, an angular velocity sensor installed on the head-up display device 100 can be used to measure the jitter data of the head-up display device 100 caused by vehicle vibration, and then the compensation value of the near-focal image can be calculated based on the jitter data to achieve near-focal image jitter prevention.

[0036] The above methods, such as optimizing the rigid bracket 130, adding additional flexible connectors, and using angular velocity sensors to calculate jitter data, can prevent near-focal surface 210 jitter to a certain extent. However, they also increase hardware costs and assembly complexity. Furthermore, the angular velocity sensor can only capture the vibration of the head-up display device 100 itself and is unable to detect interference from other environmental factors on the image. It is even more difficult to achieve good image stabilization in far-focal surface images that are far from the human eye's perception distance.

[0037] Figure 2 This is a schematic diagram of another vehicle-mounted head-up display system provided in this disclosure. Figure 1 Compared to the vehicle head-up display system 10 shown, Figure 2 In addition to projecting near-focus images onto the near-focus surface 210, the vehicle-mounted head-up display system 20 can also project far-focus images onto the far-focus surface 220.

[0038] Specifically, the far-focus surface 220 is also a virtual projection surface formed in the visual perception of the human eye 11. The far-focus surface 220 is a virtual projection surface at the same perceptual distance as the actual road surface in front of the vehicle, typically 10-50 meters. Considering the vertical distance between the two focal surfaces and the windshield 200, the vertical distance from the near-focus surface 210 to the windshield 200 is smaller than the vertical distance from the far-focus surface 220 to the windshield 200. The far-focus surface image is mainly used to display augmented reality (AR) navigation information. The far-focus surface image specifically includes, but is not limited to, AR navigation guidance information, AR road condition prompts, and AR traffic sign information. For example, Figure 2The lane guide arrow 221 shown in the figure is one of the AR navigation guide information, which is used to guide the driver to drive the vehicle to the correct lane where the lane guide arrow 221 is located. In addition, the AR navigation guide information can also include lane turning arrows, navigation path guide lines, road section entrance and exit guide information, vehicle driving direction guide information, etc. The AR road condition prompt information can include front vehicle following distance identification (such as projecting the "distance 20m" word at the tail of the front vehicle, which is updated in real time as the distance changes), pedestrian / non-motor vehicle warning frame (such as projecting a red virtual frame at the position of the pedestrian on the pedestrian sidewalk), road surface obstacle indication (such as projecting the "there is a pothole 50 meters ahead" word on the front road surface); the AR traffic sign information can include the speed limit warning image of the front road section (such as projecting "80" above the front road, aligned with the position of the roadside physical speed limit sign, to prompt that the speed of the front road section should not exceed 80km / h), road condition rule identification (such as "no overtaking", "school area ahead").

[0039] The controller 110 is configured to determine a near focal plane compensation value based on the attitude data of the vehicle, and determine a far focal plane compensation value based on the attitude data and the height information of the road surface.

[0040] The image generator 122 is configured to receive the near focal plane compensation value and the far focal plane compensation value, generate a near focal plane image based on the near focal plane compensation value, generate a far focal plane image based on the far focal plane compensation value, and project the near focal plane image on the near focal plane and project the far focal plane image on the far focal plane.

[0041] Specifically, the attitude data is a parameter representing the tilt state of the vehicle during driving: for example, the forward and backward tilt of the vehicle due to acceleration, emergency braking, corresponding to the pitch angle reflecting the degree of longitudinal tilt; or the left and right sway of the vehicle due to lane changing, turning, corresponding to the yaw angle reflecting the degree of lateral tilt. The road surface is the real road surface area in front of the driving direction of the vehicle, which contains external environmental characteristics such as road surface fluctuation degree (such as deceleration belt, pothole, gravel protrusion), road surface structure change (such as lane line switching, road surface material transition). The height information of the road surface can reflect the road surface fluctuation.

[0042] The perceived distance of the near focal plane 210 from the human eye 11 is closer, and the near focal plane image jitter is mainly related to the attitude change of the vehicle during driving, such as up and down or left and right swing of the vehicle body, which will cause the near focal plane image to jitter; the perceived distance of the far focal plane 220 from the human eye 11 is farther, and it is usually required to be precisely attached to the real road surface, so the far focal plane image jitter is related to the road surface fluctuation degree (such as road surface smoothness or road surface bumpiness) reflected by the height information of the road surface in addition to the attitude change of the vehicle during driving, for example, on the continuously bumpy road surface (such as gravel road), if the far focal plane image is not compensated, the far focal plane image will continuously jitter.

[0043] By Figure 2 The head-up display device shown in the figure, in combination with the attitude data of the vehicle and the height information of the road surface, can differentially and specifically compensate the near and far focal planes based on the jitter causes of the near and far focal planes, and realize stable display and image anti-jitter of the double focal planes without relying on additional mechanical damping hardware, thereby improving the comfort of the interaction between the head-up display device and the driver.

[0044] Figure 3 A composition schematic diagram of a head-up display device provided by the present disclosure is provided. The head-up display device 100 includes a controller 110 and an optical system 120. The controller 110 is communicatively coupled with a sensor 300.

[0045] Specifically, the controller 110 is communicatively coupled with a vehicle speed sensor 302, an IMU sensor 304, and a road surface height signal sensor 306, respectively. The controller 110 includes an interface 112, a memory 114, and a processor 116. Among them, the interface 112 is used to receive the vehicle speed transmitted by the vehicle speed sensor 302, the attitude data of the vehicle transmitted by the IMU sensor 304, and the height information of the road surface transmitted by the road surface height signal sensor 306.

[0046] The vehicle speed sensor 302 is a sensor device for collecting the instantaneous speed signal during the vehicle driving process. Its function is to convert the vehicle speed collected based on the mechanical movement of the vehicle (such as wheel rotation, transmission shaft rotation) or spatial position change (such as GPS positioning) into an electrical signal (analog signal or digital signal), and transmit the vehicle speed in the form of an electrical signal to the controller 110. The layout position of the vehicle speed sensor 302 includes but is not limited to the vicinity of the wheel (such as the inside of the wheel hub or the support of the axle), the top of the vehicle or the inside of the front windshield, the position of the engine crankshaft, and is determined according to the actual application requirements. The IMU (Inertial Measurement Unit) sensor 304 is a sensor device for measuring the attitude data during the vehicle driving process. The IMU sensor 304 can measure the three-dimensional acceleration, three-dimensional angular velocity and pitch angle of the front and rear inclination of the vehicle. The layout position of the IMU sensor 304 includes but is not limited to the position near the center of gravity of the vehicle (such as the middle beam of the chassis), the central position below the instrument panel, and is determined according to the actual application requirements. The road surface height signal sensor 306 is used to collect the road surface height information of the front road surface during the vehicle driving process, which is specifically implemented as a three-dimensional laser radar sensor, a pressure type or displacement type sensor, a vehicle body height sensor, etc. The layout position of the road surface height signal sensor 306 includes but is not limited to the front of the vehicle and the bottom of the vehicle, and is determined according to the actual application requirements.

[0047] The memory 114 is coupled with the interface 112 to store the vehicle speed, attitude data and height information received from the interface 112. In addition, the memory 114 is also coupled with the processor 116. The memory 114 also stores program instructions for execution by the processor 116. Specifically, the memory 114 can be implemented as a random access memory (RAM), a read-only memory (ROM), a non-transitory computer-readable storage medium.

[0048] The processor 116 executes the program or instructions in the memory 114 to perform the steps of determining the near focus plane compensation value according to the attitude data during the vehicle driving process, and determining the far focus plane compensation value according to the attitude data and the height information of the road surface. Specifically, the processor 116 is physically implemented as a microprocessor, a central processing unit (CPU), a processor core, a multi-core processor, a multi-processor, an application specific integrated circuit (ASIC) and a field programmable gate array (FPGA), etc.

[0049] In addition, those skilled in the art can understand that the structure of the head-up display device shown in the above-mentioned drawings does not constitute a limitation on the head-up display device, and the head-up display device can include more or fewer components than shown, or combine certain components, or different component arrangements. For example, the head-up display 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 the like, which will not be described here.

[0050] For example, the near-focus surface compensation value is determined based on the attitude data and the vehicle speed. The attitude data is a pitch angle representing the forward and backward inclination of the vehicle. The pitch angle can be directly measured by the IMU sensor 304 on the forward and backward inclination of the vehicle, or can be obtained by fusing the measured forward and backward inclination and the vehicle acceleration by the IMU sensor 304, or can be obtained by fusing the data measured by the IMU sensor 304 with the gyro angular velocity data. The vehicle speed is the instantaneous speed (unit: km / h) during the driving of the vehicle, which is collected in real time by the vehicle speed sensor 302 and transmitted to the controller 110.

[0051] The attitude data can accurately capture the image jitter of the near-focus surface caused by the body inclination, so as to compensate the near-focus surface image, and the vehicle speed can dynamically adapt the influence degree of the pitch angle on the image jitter in different driving scenarios, so as to ensure that the near-focus surface image can be stably displayed at different vehicle speeds.

[0052] Since the higher the vehicle speed, the more sensitive the vehicle pitch attitude change caused by wind resistance, the proportional gain coefficient corresponding to the attitude data increases with the increase of the vehicle speed. Specifically, the proportional gain coefficient reflects the influence degree of the pitch angle on the near-focus surface compensation value, and the proportional gain coefficient is positively correlated with the vehicle speed. The higher the vehicle speed, the greater the proportional gain coefficient, and the greater the influence degree of the pitch angle on the near-focus surface compensation value.

[0053] Through the positive correlation with the vehicle speed, the proportional gain coefficient is increased or decreased, which can amplify the influence degree of the pitch angle in the scenario with high vehicle speed, so as to more quickly and fully offset the interference of the vehicle attitude jitter caused by the pitch angle on the near-focus surface image, and avoid image misplacement caused by insufficient compensation; and the influence degree of the pitch angle can be reduced in the scenario with low vehicle speed, so as to avoid unnecessary image fluctuation caused by excessive compensation, and ensure the stability of the near-focus surface image display.

[0054] In one example, the proportional gain coefficient is determined based on the vehicle speed, and then the near-focus surface compensation value is determined by the product of the attitude data and the proportional gain coefficient.

[0055] In another example, in order to suppress picture oscillation caused by pitch angle mutation scene (such as vehicle emergency braking), on the basis of determining the proportional gain coefficient, the differential gain coefficient is further determined; the P-D control algorithm is adopted, and the P term composed of the proportional gain coefficient and the D term composed of the differential gain coefficient determine the near focus plane compensation value. Specifically, the differential gain coefficient suppresses the pitch angle mutation amplitude through the pitch angle change rate, thereby suppressing the picture oscillation.

[0056] Figure 4 An implementation flowchart of data preprocessing provided by the present disclosure is shown, which specifically includes the following steps S402-S406.

[0057] In step S402, a plurality of measurement data in a preset sliding window are acquired.

[0058] Specifically, the measurement data is specifically a pitch angle, which is collected by the IMU sensor 304 based on a preset sampling frequency (for example, 1 collection per second). The size of the preset sliding window (denoted as N ) determines the number of measurement data for data preprocessing. For example, if the size of the preset sliding window is 5 (i.e. N =5), the number of pitch angles for data preprocessing is 5. The 5 pitch angles are measured at t 0 measurement time, t 1 measurement time, t 2 measurement time, t 3 measurement time and t 4 measurement time. Among them, t 0 measurement time represents the current measurement time, t 1 measurement time is t 0 measurement time, t 2 measurement time is t 1 measurement time, and so on.

[0059] In step S404, based on the measurement time corresponding to each measurement data in the preset sliding window, the weight coefficient corresponding to each measurement data is calculated.

[0060] The weight coefficient is the importance proportion of the measurement data corresponding to the measurement time in the plurality of measurement data in the entire preset sliding window. The calculation method of the weight coefficient is shown in the following formula (1).

[0061]

[0062] Among them, w i represents t i the weight coefficient corresponding to the pitch angle at the measurement time, wherein 0i ≤ N -1 and . i This is an index variable that represents the position of the measurement data within the sliding window. k For summation index variables, k The maximum value is N . Characterization N The quantity of data recursively added together, for example N =5, then Accordingly, t Weighting coefficient corresponding to measurement time 0 , t 1. Weighting coefficients corresponding to the measurement time , t 2. Weighting coefficients corresponding to the measurement time , t 3. Weighting coefficients corresponding to measurement times , t 4. Weighting coefficients corresponding to measurement times .

[0063] In the above weighting coefficient calculation process, the pitch angle data at the current measurement moment contributes the most to the filtering result (up to 33.3%), and its weighting coefficient decreases sequentially as the measurement time is further away from the current measurement time (as shown in the preset sliding window). t 4. Measurement data contributes only 6.7%. This weighting design effectively balances the needs of "noise filtering" and "dynamic response": on the one hand, it can smooth out high-frequency interference (such as instantaneous data fluctuations caused by engine vibration and road bumps) in the raw pitch angle data collected by the IMU sensor; on the other hand, it can preserve the real-time characteristics of attitude changes under vehicle acceleration, braking and other conditions to the greatest extent, providing input data with both stability and timeliness for the subsequent calculation of near-focal surface compensation values.

[0064] In step S406, based on the weight coefficients corresponding to each measurement data, multiple measurement data within a preset sliding window are linearly weighted and summed to generate preprocessed measurement data.

[0065] Specifically, step S406 involves using a weighted moving average filtering algorithm to denoise and extract features from multiple measurement data within a preset sliding window. The specific calculation method is shown in the following formula (2).

[0066]

[0067] in, It refers to the measurement data after data preprocessing, specifically the pitch angle after data preprocessing. . yest i The measurement data at the measurement time can specifically be... t i The pitch angle at the moment of measurement.

[0068] By preprocessing multiple pitch angles within a preset sliding window, feature extraction and noise filtering can be performed on the raw pitch angle data collected within a recent sampling period, thereby obtaining more stable pitch angle data. This avoids abnormal jumps in compensation values ​​due to noise in the raw data, providing a more reliable data basis for subsequent compensation value calculations and ensuring the stability of dual-focal-plane image stabilization.

[0069] Figure 5 This is a schematic diagram illustrating near-focal plane image jitter provided in this disclosure. For example... Figure 5 As shown, during vehicle operation, dynamic conditions such as road surface undulations (e.g., potholes, continuous speed bumps) and acceleration / emergency braking can affect the vehicle's longitudinal attitude, causing it to tilt upwards or downwards, thus generating a pitch angle that characterizes the degree of tilt. At this time, the near-focus image projected onto the near-focus plane 210 will jitter up and down with the real-time change of the pitch angle. Specifically... Figure 5 This manifests as the dashboard image 211 shifting upwards or downwards. This vibration requires the driver to frequently adjust their visual focus when viewing information in the near-focus area, which not only easily increases visual fatigue but also easily causes dizziness.

[0070] Figure 6 This is a schematic diagram of the implementation process of near-focal plane image stabilization provided in this disclosure, which specifically includes the following steps S602-S608.

[0071] In step S602, the reference proportional gain coefficient is obtained.

[0072] Specifically, the reference proportional gain coefficient (denoted as...) K p0 The initial calibration parameters are as follows. The reference proportional gain coefficient is used to dynamically adjust the proportional gain coefficient (denoted as ) based on vehicle speed. K p Provides a reference. Reference proportional gain coefficient. K p0 Determined through actual vehicle road test calibration experiments.

[0073] For example, in the actual vehicle road test calibration experiment, a flat road surface (without obvious undulations or speed bumps) was selected as the calibration environment, and a fixed reference speed was set. v 0 ( v 0 is typically low or medium speed (to avoid interference from high-speed wind resistance on attitude data), and adjustments are made gradually in this scenario. K p0the value of the reference proportional gain coefficient until the image jitter amplitude of the near focus surface 210 is minimized and the driver has no visual dizziness, at which time the value of the reference proportional gain coefficient is K p0 is the actual value of the reference proportional gain coefficient. In an example, the reference proportional gain coefficient is determined based on a real vehicle road test calibration experiment K p0 will be applied to the actual driving scene. If the driver still perceives that the near focus surface 210 is jittering and causes dizziness during actual use of the head-up display device, feedback can be provided through the feedback function of the head-up display device. After receiving the feedback, the back end of the head-up display device will combine the actual driving scene (such as a high-speed scene or a steep slope scene) when the driver provides the feedback to finely adjust the value of the reference proportional gain coefficient K p0 , and after the adjustment is completed, the new reference proportional gain coefficient K p0 is transmitted to the controller 110 of the head-up display device in real time, so that the head-up display device performs subsequent compensation calculation based on the new reference proportional gain coefficient K p0 . In some examples, the real vehicle road test calibration experiment can determine the corresponding calibration environment for different driving scenes, such as flat road, highway, and gravel road, and determine the corresponding reference proportional gain coefficient K p0 for the calibration environment. The reference proportional gain coefficient K p0 corresponding to different calibration environments is different. During actual driving of the driver, the corresponding reference proportional gain coefficient K p0 for subsequent compensation value calculation can be determined according to the actual driving environment.

[0074] In step S604, the proportional gain coefficient is determined according to the reference proportional gain coefficient and the vehicle speed.

[0075] Specifically, the specific calculation method of the proportional gain coefficient is shown in the following formula (3).

[0076]

[0077] wherein, K p is the proportional gain coefficient, K p0 is the reference proportional gain coefficient, v(t) is the real-time vehicle speed measured by the vehicle speed sensor 302, v(max) is the preset maximum vehicle speed.

[0078] In step S606, the differential gain coefficient is determined according to the proportional gain coefficient.

[0079] Specifically, the specific calculation method of the differential gain coefficient is shown in the following formula (4).

[0080]

[0081] in, K d It is the differential gain coefficient. P cr It is the oscillation period of the critical oscillation phenomenon (i.e., continuous oscillation) generated by the near-focal image in the real vehicle road test calibration experiment. In the real vehicle road test calibration experiment, it is calculated and fine-tuned based on braking at different vehicle speeds under the same scenario. K d The actual value of . If K d If the value is too small, the oscillation suppression effect will be poor, and the image near the focal plane will exhibit several noticeable up-and-down jitters before stabilizing; if... K d If the value is too large, the system will be "overdamped," resulting in a sluggish response and potentially failing to compensate adequately. Experimental data shows that currently, the compensation effect is relatively good... K d The actual value is usually 1 K p The actual value is 10% to 20%. For example... K p If it is 1.5, then K d The initial debug value is usually set between 0.15 and 0.3.

[0082] In step S608, the proportional control term is calculated based on the proportional gain coefficient and the pitch angle after data preprocessing, and the differential term is calculated based on the differential gain coefficient and the pitch angle change rate corresponding to multiple pitch angles within a preset sliding window. The near-focal compensation value is determined according to the proportional control term and the differential term.

[0083] Specifically, the near-focus compensation value is used to compensate for the height of the near-focus image, so that the near-focus image, which would otherwise jitter due to upward or downward movement, can be displayed stably and jitter can be avoided. The specific calculation method of the near-focus compensation value is shown in the following formula (5).

[0084]

[0085] in, It is the pitch angle after data preprocessing. It represents the rate of change of pitch angle corresponding to multiple pitch angles within a preset sliding window. It is a proportional control term (P term), used to enable the near-focal plane compensation value to respond quickly to changes in pitch angle. It is the differential term (term D), used to suppress image oscillation caused by sudden changes in pitch angle.

[0086] pass Figure 6The calculation method of the shown near-focus surface compensation value, on the one hand, makes the near-focus surface compensation value accurately adapt to the pitch angle change at different vehicle speeds through a proportional control term, ensuring that the near-focus surface is compensated in real time with the change of the vehicle attitude; on the other hand, through a differential term, picture oscillation in the pitch angle mutation scene such as sudden acceleration and emergency braking is inhibited, and image jumping is avoided to cause driver visual fatigue; this algorithm does not require additional hardware investment, and only relies on the built-in logic of the controller of the head-up display device to ensure the stable display of the near-focus surface instrument information and improve the safety of intelligent cabin human-computer interaction.

[0087] Figure 7 A double-focus surface image jitter schematic diagram is provided for the present disclosure. As shown in Figure 7 The person's eye 11 can see the near-focus surface image and the far-focus surface image in the imaging area 230 through the windshield glass 200. As shown in Figure 7 The imaging area 230 includes a near-focus surface 210 and a far-focus surface 220, the near-focus surface 210 projects a driving direction guide image 212 of the vehicle, which is a near-focus surface image; the far-focus surface 220 projects a speed limit warning image 222 of the current road section 70, which is a far-focus surface image, for prompting the driver that the speed limit of the current road section 70 is 40 km / h. During the driving of the vehicle, the vehicle body attitude will be tilted due to acceleration, deceleration, wind resistance, etc., thereby causing the driving direction guide image 212 on the near-focus surface 210 to produce obvious jitter. The current road section 70 will have ups and downs due to the existence of deceleration zones, potholes, gravel protrusions, and pits, etc. The far-focus surface image is attached to the front road surface, so in addition to being affected by the vehicle attitude tilt, it is also easily affected by the ups and downs of the front road surface, causing the speed limit warning image 222 on the far-focus surface 220 to produce obvious jitter. As can be seen from Figure 7 The driving direction guide image 212 and the speed limit warning image 222 will be upshifted or downshifted in the person's eye 11 due to jitter, which not only easily increases visual fatigue, but also easily causes dizziness.

[0088] Exemplarily, on the basis of calculating a first compensation value for compensating the height of the far-focus surface image based on the attitude data and the vehicle speed, a second compensation value for compensating the height of the far-focus surface image is further calculated based on the height information of the road surface, and the far-focus surface compensation value is determined according to the first compensation value and the second compensation value.

[0089] Specifically, the height information of the road surface can be the actual road surface height, or the height difference between the actual road surface height and a preset point. The actual value of the first compensation value is the same as the actual value of the near-focus surface compensation value. The second compensation value is determined according to the height information of the road surface and the height weight of the height information of the road surface corresponding to the road surface. The height weight of the road surface is used to reflect the influence of the height information of the road surface on the jitter of the far-focus surface image.

[0090] Figure 8 This is a schematic diagram of road surface undulations provided in this disclosure. For example... Figure 8 As shown, preset point 801 is specifically a point at a preset distance (e.g., 0.5m) in front of the wheel and on the same horizontal line as the wheel's direction of travel. The actual road surface height measured by the road surface height signal sensor 306 is the height corresponding to point 802. From Figure 8 As can be seen, if there is a bump in the road ahead, the actual road height measured by the road height signal sensor 306 will be higher than the height of the preset point 801. There will be a positive road height difference between the actual road height and the preset point 801, which will cause the telephoto image to shift upwards. Conversely, if there is a pothole in the road ahead, the actual road height measured by the road height signal sensor 306 will be lower than the height of the preset point 801, which will be a negative road height difference. This negative road height difference will cause the telephoto image to shift downwards. Therefore, based on the road height difference carrying positive and negative attributes, it is possible to determine whether the telephoto image will shift upwards or downwards, and thus compensate for the image height in the opposite direction according to the impending upward or downward shift.

[0091] Figure 9 This is a schematic diagram of the implementation process of image stabilization for a telephoto plane provided in this disclosure, which specifically includes the following steps S902-S910.

[0092] In step S902, a first compensation value is determined based on the vehicle's attitude data and speed during the vehicle's driving process.

[0093] For example, the method for determining the first compensation value can be specifically referred to the method for determining the near-focal surface compensation value described above, and will not be repeated here.

[0094] In step S904, the reference road surface height weight is obtained.

[0095] Specifically, the reference road surface height weight (denoted as...) This initial benchmark parameter characterizes the impact of road surface height difference on image jitter in the telephoto plane under flat road conditions. This parameter was also determined through the aforementioned real-vehicle road test calibration experiment. For example, the calibration environment for the real-vehicle road test calibration experiment was a vehicle traveling from a flat highway (…). v = 100km / h, = 0) Drive onto the gravel road ( = 6), the static calibration value of the initial parameters tested in the experiment is: K p0 =1.5, = 0.4, calculated on the road at the high flat stage K p = 1.5(1 + 100 / 120) = 2.75, = 0.4e 0 = 0.4, the vehicle speed remains unchanged after entering the gravel road stage, so K p remains unchanged (still 2.75), while is updated to: = 0.4e -0.1×6 = 0.22, which will be based on the parameter K p and The corresponding near focal plane compensation value and far focal plane compensation value are calculated.

[0096] Similarly, the determined based on the real vehicle road test calibration experiment will be applied to the actual driving scene. If the driver still perceives that the far focal plane 220 is shaking and causes dizziness during the actual use of the head-up display device, feedback can be performed through the feedback function of the head-up display device. After receiving the feedback, the back end of the head-up display device will make fine adjustment on the value of in combination with the actual driving scene (such as high-speed scene, steep slope scene) when the driver feeds back, and after the adjustment is completed, the new will be transmitted to the controller 110 of the head-up display device in real time, so that the head-up display device performs subsequent compensation calculation based on the new .

[0097] In step S906, the dispersion of the plurality of road surface height difference values in the preset sliding window is determined, and the road surface height weight is determined based on the reference road surface height weight and the dispersion.

[0098] Specifically, the dispersion represents the degree of fluctuation of the road surface in front, for example, in the case where the dispersion is close to 0, it can represent that the road surface in front is smooth, and in the case where the dispersion is large (such as variance of 6), it can represent that the road surface in front is bumpy. The dispersion can be variance, range, standard deviation, etc. of the plurality of road surface height difference values.

[0099] If the road surface is smooth, the road surface height weight (denoted as ) can be closer to This allows the road surface height difference to participate more fully in the calculation of the focal plane compensation value, ensuring accurate alignment of the focal plane image with a smooth road surface and avoiding image misalignment caused by insufficient compensation. In cases of bumpy roads, the road surface height difference contains a large amount of transient noise (such as sudden height jumps when a wheel goes over a pothole). If the baseline road surface height weight is maintained, this noise will be directly transmitted to the focal plane compensation value, causing the focal plane image to jump up and down with the noise, leading to overcompensation and disrupting the visual fusion of the focal plane image and the real road surface, potentially causing driver dizziness. Therefore, the road surface height weight decreases as the dispersion of multiple road surface height differences within a preset sliding window increases. This reduces the impact of noise on the focal plane compensation value in bumpy road scenarios, preventing high-frequency jitter in the focal plane image due to bumps. For example, the road surface height weight... The value is usually between 0.2 and 0.5.

[0100] For example, the dispersion is the variance of multiple road surface height differences, and the calculation method of the road surface height weight is shown in the following formula (6).

[0101]

[0102] in, Assuming road surface height as the weight, The reference road height is weighted, and e is a natural constant in mathematics with a value of approximately 2.71828. The variance of multiple road surface height differences. This is the attenuation coefficient, used for adjustment. The decay rate. The larger the value of , the better. The faster the decay rate, the more sensitive the system is to road bumps; even slight road bumps can cause a significant decrease in performance. This can easily lead to overcompensation, causing continuous shaking in the image at the far focal point; The smaller the value of , the better. The slower the decay rate, the more severe the turbulence required for it to begin decreasing. This can easily lead to insufficient compensation, causing misalignment of the distant focal plane image. Through real-vehicle testing by engineers on various road conditions (such as flat highways, gravel roads, and speed bumps), a large amount of dispersion data was collected, resulting in... When the value is 0.05, The slow decay causes excessive noise to be transmitted to the focal plane image on bumpy roads, resulting in continuous image jitter. When the value is 0.2, The attenuation is too rapid; when a vehicle drives over a small pothole or speed bump, the compensation value for the far-focus area is instantly and drastically suppressed, causing the far-focus image to suddenly stutter and the visual effect to be inconsistent. Experimental tests have shown that... The better value is 0.1, at which value the image jitter caused by overcompensation and the image misplacement caused by insufficient compensation can be better balanced, so that the telephoto plane image display is as close to stable as possible, and therefore this value is usually not adjusted based on the feedback of the driver.

[0103] In step S908, a second compensation value is determined based on the road surface height weight and the data preprocessed road surface height difference value.

[0104] Specifically, the road surface height difference value collected by the road surface height sensor 306 is preprocessed through the implementation process shown in FIG. 4B. The specific implementation of data preprocessing on the plurality of road surface height difference values in the preset sliding window can refer to the specific implementation of steps S402-S406 described above, and the disclosure will not be repeated here. At this time, the measurement data in steps S402-S406 described above is specifically the road surface height difference value. Figure 4

[0105] Exemplarily, the second compensation value can be determined according to the product of the road surface height weight and the data preprocessed road surface height difference value (denoted as ).

[0106] In step S910, a telephoto plane compensation value is determined based on the first compensation value and the second compensation value.

[0107] The telephoto plane compensation value is used to compensate the height of the telephoto plane image, so that the telephoto plane image that would otherwise be jittered due to upward or downward movement is stably displayed, avoiding jitter. Exemplarily, the calculation method of the telephoto plane compensation value can refer to the following formula (7).

[0108]

[0109] wherein, represents the telephoto plane compensation value; represents the near focus plane compensation value, which is the first compensation value; is the road surface height weight, is the data preprocessed road surface height difference value.

[0110] Through the calculation method of the telephoto plane compensation value shown in FIG. 4C, the road surface height weight is dynamically adjusted in combination with the dispersion degree of the road surface height difference value, which can avoid the telephoto plane overcompensation caused by the road surface height weight decaying too slowly and the telephoto plane insufficient compensation caused by the road surface height weight decaying too quickly, so as to make the AR image accurately fit the front road surface, and realize accurate compensation of the telephoto plane without increasing or changing the hardware, thereby improving the stability of the telephoto plane. Figure 9

[0111] Figure 10 ​​An implementation flowchart of the bifocal display provided by the present disclosure is specifically shown in the following steps S1002-S1006. The implementation flowchart of the bifocal display is specifically executed by the image generator 122.

[0112] In step S1002, the near-focal-plane compensation value and the far-focal-plane compensation value are received.

[0113] In step S1004, the near-focal-plane compensation value and the far-focal-plane compensation value are respectively converted from the world coordinate system to the visual coordinate system to generate the first pixel offset and the second pixel offset.

[0114] Specifically, the visual coordinate system is a virtual three-dimensional coordinate system with the center of the driver's eyeball as the origin. The image generator 122 converts the near-focal-plane compensation value and the far-focal-plane compensation value from the world coordinate system to the visual coordinate system based on the equivalent focal length (denoted as f eff , unit: millimeter), the scaling factor (denoted as S , unit: pixel / millimeter), and the actual projection distance (denoted as D ), respectively. The equivalent focal length f eff is a fixed parameter determined by the hardware of the optical system (such as mirror curvature and PGU position). The scaling factor S is determined by the resolution and imaging size of the PGU. The projection distance D is the distance from the near-focal-plane image or the far-focal-plane image to the human eye.

[0115] Exemplarily, the specific calculation method of the coordinate system conversion can refer to the following formula (8) and formula (9).

[0116]

[0117]

[0118] wherein, is the first pixel offset, is the second pixel offset.

[0119] In step S1006, the pixel height of the near-focal-plane image is adjusted based on the first pixel offset, and the adjusted near-focal-plane image is projected on the near-focal plane; the pixel height of the far-focal-plane image is adjusted based on the second pixel offset, and the adjusted far-focal-plane image is projected on the far-focal plane.

[0120] For example, the projection of the near-focus image and the far-focus image can be performed synchronously or asynchronously. In synchronous execution, the projection of the near-focus and far-focus images maintains time coordination. For instance, when a vehicle is about to enter a curve, while the far-focus image projects the curve's turn arrow, the near-focus image simultaneously updates the vehicle speed and curve speed limit reminder, ensuring that both types of information are presented simultaneously in the driver's field of vision, forming an information linkage. In asynchronous execution, the projection sequence is flexibly adjusted according to the different update needs of the two types of images. For example, the near-focus image often needs to reflect real-time changes in vehicle speed, so it can be projected independently at a high frequency (e.g., 10-20Hz), while the far-focus image, due to its relatively low update frequency for navigation guidance, can be projected independently at a low frequency (e.g., 1-5Hz). The projection processes of the two types of images do not interfere with each other, and when one focal plane does not need to be updated (e.g., in a straight section of road, the navigation information on the far-focus image remains unchanged for a period of time), only the projection of the other focal plane image is initiated. In this way, it is possible to accurately adapt to the information reception needs of different driving scenarios and reduce resource consumption.

[0121] pass Figure 10 The dual-focal-plane display method shown transforms the near-focal-plane compensation value and the far-focal-plane compensation value in the world coordinate system according to the optical imaging law and the human eye vision principle. It can accurately convert the millimeter-level height adjustment in the world coordinate system into the pixel offset in the visual coordinate system, thereby realizing dual-focal-plane compensation and display of the near-focal-plane and the far-focal-plane, and improving the stability of dual-focal-plane image display.

[0122] Figure 11 This is a schematic diagram illustrating the implementation process of a head-up display method provided in this disclosure. Specifically, it includes the following steps S1102-S1106. Figure 11 The head-up display method shown is specifically executed by the head-up display device 100.

[0123] In step S1102, the near-focal plane compensation value is determined based on the vehicle's attitude data.

[0124] In step S1104, the focal plane compensation value is determined based on the vehicle's attitude data and the road surface height information.

[0125] In step S1106, the near-focal image is projected onto the near-focal surface based on the near-focal compensation value, and the far-focal image is projected onto the far-focal surface based on the far-focal compensation value.

[0126] The specific implementation methods of steps S1102-S1106 have been described in detail in the foregoing embodiments, and will not be repeated here.

[0127] Figure 12 This is a schematic diagram of the processing flow of a head-up display method provided in this disclosure. Specifically, it includes steps S1202-S1218.

[0128] In step S1202, the attitude data, the vehicle speed and the road surface height information transmitted by the sensor are received.

[0129] In step S1204, the attitude data and the road surface height information in a preset sliding window are preprocessed based on a weighted moving average filtering algorithm to obtain preprocessed attitude data and preprocessed road surface height information.

[0130] Exemplarily, after step S1204 is performed, a structured data packet is output, which includes the preprocessed pitch angle , the preprocessed road surface height difference and the vehicle speed v(t) .

[0131] In step S1206, the reference proportional gain coefficient and the reference road surface height weight are obtained, the proportional gain coefficient is determined according to the vehicle speed and the reference proportional gain coefficient, and the road surface height weight is determined according to the reference road surface height weight and the variance of the road surface height difference.

[0132] In step S1208, the bifocal surface compensation is performed based on the proportional gain coefficient and the road surface height weight, and the bifocal surface compensation effect is evaluated.

[0133] In step S1210, it is judged whether the evaluation result is passed. If the evaluation is not passed, step S1212 is performed; if the evaluation is passed, step S1214 is performed.

[0134] In step S1212, the reference proportional gain coefficient and the reference road surface height weight are adjusted based on different driving scenes through road test experiments.

[0135] Exemplarily, the evaluation of the bifocal surface compensation effect can be performed by a tester based on real vehicle road test experiments, or feedback of actual use experience of a driver can be received to perform the evaluation. The reference proportional gain coefficient and the reference road surface height weight corresponding to the driving scene which does not pass the evaluation can be adjusted according to the driving scene. The bifocal surface compensation effect can specifically include whether the compensation response speed of the system exceeds a preset time threshold (for example, <10 ms), whether the imaging of the near and far focal surface images is clear, whether the driver feels dizzy, and the like.

[0136] In step S1214, the near focal surface compensation value is determined according to the proportional gain coefficient and the preprocessed attitude data, and the far focal surface compensation value is determined according to the near focal surface compensation value, the road surface height weight and the preprocessed road surface height information.

[0137] In step S1216, the near-focal-plane compensation value and the far-focal-plane compensation value are respectively converted from the world coordinate system to the visual coordinate system, to generate a first pixel offset and a second pixel offset.

[0138] In step S1218, the pixel height of the near-focal-plane image is adjusted based on the first pixel offset, and the adjusted near-focal-plane image is projected to the near-focal plane; and the pixel height of the far-focal-plane image is adjusted based on the second pixel offset, and the adjusted far-focal-plane image is projected to the far-focal plane.

[0139] With Figure 12 Corresponding to the method embodiment shown in FIG. 13, the present disclosure also provides a head-up display device embodiment, Figure 13 A constituent schematic diagram of a head-up display device provided by the present disclosure is shown in FIG. 14. As shown in FIG. 14, the head-up display device 1300 includes: Figure 13 A sensor data input module 1302 configured to receive attitude data, vehicle speed, and road surface height information transmitted by sensors.

[0140] A data preprocessing and filtering module 1304 configured to perform data preprocessing on the attitude data and the road surface height information within a preset sliding window based on a weighted moving average filtering algorithm, to obtain preprocessed attitude data and preprocessed road surface height information.

[0141] A dynamic scene adaptation module 1306 configured to obtain a reference proportional gain coefficient and a reference road surface height weight, determine a proportional gain coefficient according to the vehicle speed and the reference proportional gain coefficient, and determine a road surface height weight according to the reference road surface height weight and the variance of the road surface height difference.

[0142] By way of example, the reference proportional gain coefficient and the reference road surface height weight obtained by the dynamic scene adaptation module 1306 are a reference proportional gain coefficient initial value and a reference road surface height weight initial value corresponding to the current scene in a road test. The dynamic scene adaptation module 1306 faces the user and receives feedback from the user using the initial values. The dynamic scene adaptation module 1306 is also configured to adjust the reference proportional gain coefficient and the reference road surface height weight corresponding to the driving scene according to the user feedback on the driving scene in the case where the user feedback on the use effect does not meet the expectation.

[0143] A double-focal-plane dynamic compensation calculation module 1308 configured to determine a near-focal-plane compensation value according to the proportional gain coefficient and the preprocessed attitude data, and determine a far-focal-plane compensation value according to the near-focal-plane compensation value, the road surface height weight, and the preprocessed road surface height information.

[0144] ​The image rendering module 1310 is configured to convert the near-focal-plane compensation value and the far-focal-plane compensation value from the world coordinate system to the visual coordinate system respectively, to generate a first pixel offset and a second pixel offset; adjust the pixel height of the near-focal-plane image based on the first pixel offset, project the adjusted near-focal-plane image to the near-focal plane, and adjust the pixel height of the far-focal-plane image based on the second pixel offset, and project the adjusted far-focal-plane image to the far-focal plane.

[0145] The above is a schematic solution of the head-up display device provided by the present disclosure. The technical solution of the head-up display device belongs to the same concept as the technical solution of the head-up display method described above, and the details of the technical solution of the head-up display device that are not described in detail can be referred to the description of the technical solution of the head-up display method.

[0146] The present disclosure also provides a computer-readable storage medium storing at least one instruction for being executed by a processor to implement the head-up display method according to any of the above embodiments.

[0147] The present disclosure also provides a computer program product comprising computer instructions stored in a computer-readable storage medium; a processor of a head-up display device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions to cause the head-up display device to perform the head-up display method according to any of the above embodiments.

[0148] Those skilled in the art should be aware that, in the above one or more examples, the functions described by the present disclosure can be implemented in hardware, software, firmware or any combination thereof. When implemented in 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. The computer-readable medium includes computer storage medium and communication medium, wherein the communication medium includes any medium that facilitates the transfer of computer programs from one place to another. The storage medium can be any available medium accessible by a general or special purpose computer.

[0149] It should be noted that the technical solutions described in the present disclosure can be combined arbitrarily without conflict.

[0150] The above is merely specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present disclosure, which should be covered within the protection scope of the present disclosure.

Claims

1. A head-up display device, characterized by comprising: The head-up display device comprises: a controller disposed inside the head-up display device to determine a near focal plane compensation value based on attitude data of a vehicle, and to determine a far focal plane compensation value based on the attitude data and height information of a road surface; and an image generator coupled to the controller to receive the near focal plane compensation value and the far focal plane compensation value, the image generator to generate a near focal plane image according to the near focal plane compensation value, and to generate a far focal plane image according to the far focal plane compensation value.

2. The head-up display device of claim 1, wherein The near focal plane compensation value is determined based on the attitude data and a vehicle speed of the vehicle.

3. The head-up display device of claim 1, wherein, A proportional gain coefficient corresponding to the attitude data increases as the vehicle speed increases.

4. The head-up display device of claim 3, wherein: the attitude data is determined based on weighted filtering of a plurality of pitch angles of the vehicle within a preset sliding window; and the near focal plane compensation value is determined based on a proportional control term and a differential term, wherein the proportional control term is determined based on the proportional gain coefficient and the attitude data, and the differential term is determined based on a pitch angle change rate corresponding to the plurality of pitch angles.

5. The head-up display device of claim 1, wherein, The far focal plane compensation value is determined based on the attitude data, the vehicle speed of the vehicle, and the height information of the road surface.

6. The head-up display device of claim 5, wherein: the height information of the road surface is determined based on weighted filtering of a plurality of road surface height difference values within a preset sliding window; and a road surface height weight corresponding to the height information of the road surface decreases as a dispersion degree of the plurality of road surface height difference values within the preset sliding window increases.

7. The head-up display device of any one of claims 1-6, wherein: the near focal plane image is projected on a near focal plane based on adjustment of pixel height by a first pixel offset amount; and the far focal plane image is projected on a far focal plane based on adjustment of pixel height by a second pixel offset amount.

8. The head-up display device of claim 1, wherein, The projection of the near focal plane image is synchronous or asynchronous to the projection of the far focal plane image.

9. A head-up display method characterized by, The head-up display device comprises: determining a near focal plane compensation value according to attitude data of a vehicle; determining a far focal plane compensation value according to the attitude data and height information of a road surface; projecting a near focal plane image to a near focal plane based on the near focal plane compensation value; and projecting a far focal plane image to a far focal plane based on the far focal plane compensation value. The computer storage medium stores at least one instruction executable by a processor to implement the head-up display method of claim 9.

10. A computer storage medium, characterized in that, ​

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