Display control device and method

Abstract

The invention provides a display control device and method. The display control device comprises a processor and a memory, and the memory is configured to store data confidence of the data acquisition unit; the processor is configured to disable the data acquisition units with data confidence lower than a preset threshold in the data acquisition units; and controlling the data acquisition units which are not stopped to acquire the road information so as to determine the display content of the head-up display equipment.

Description

Technical Field

[0001] This disclosure relates to the field of display control technology, and in particular to a display control device and method. Background Technology

[0002] Head-up displays (HUDs) project key driving information onto the vehicle's windshield, allowing drivers to access navigation, speed, and other information while keeping their eyes on the road, significantly improving driving safety and convenience. As automotive intelligence continues to advance, the information integrated and displayed by modern HUD systems is becoming increasingly rich and complex.

[0003] To provide accurate display content, HUD systems typically acquire information from multiple data sources, including various onboard sensors (such as cameras and millimeter-wave radar) and external communication interfaces (such as GPS and vehicle-to-everything (V2X) cloud platforms). However, in real-world, complex driving environments, the reliability of different data acquisition units varies dynamically across different scenarios. For example, camera data accuracy can significantly decrease in adverse weather conditions such as rain, snow, dense fog, or strong sunlight; GPS signals may be interrupted or drift in tunnels or urban canyons with tall buildings.

[0004] Existing technologies typically focus on fusing all received data, but lack an effective mechanism to assess and proactively manage the reliability of individual data sources in real time. If low-quality or erroneous data received from a poorly performing data acquisition unit is still used for information fusion and display, it may cause the HUD to project incorrect or misleading content. This not only affects the user experience but may also pose a potential threat to driving safety. Summary of the Invention

[0005] This disclosure provides a display control device and method, which can solve the technical problem of poor display content accuracy in existing head-up display devices.

[0006] The technical solution disclosed herein is implemented as follows: In a first aspect, this disclosure provides a display control device, comprising: The memory is configured to store the confidence scores of the data acquisition unit. The processor is configured to disable data acquisition units whose data confidence level is lower than a preset threshold. The system controls the data acquisition units that are not disabled to acquire road information in order to determine the content to be displayed on the head-up display device.

[0007] Secondly, this disclosure provides a display control method, including: Data acquisition units with a confidence level lower than a preset threshold will be deactivated. The system controls the data acquisition units that are not disabled to acquire road information in order to determine the content to be displayed on the head-up display device.

[0008] This disclosure provides a display control device and method. The processor can evaluate the data confidence level of each data acquisition unit in real time and perform a deactivation operation, that is, deactivating the data acquisition units whose data confidence level is lower than a preset threshold. Through this pre-screening, the processor ensures that only the data acquisition units that have not been deactivated are subsequently controlled to acquire road information, thereby guaranteeing the high quality of the input data. Ultimately, since the information used to determine the display content of the head-up display device originates from the most reliable data source in the current scenario, this solution fundamentally avoids display errors caused by fusing unreliable data and solves the problem of poor display content accuracy in the prior art. Attached Figure Description

[0009] Figure 1 This is an example diagram of a system architecture for implementing a display control method, provided as an embodiment of the present disclosure.

[0010] Figure 2 This is a schematic diagram of the system architecture of a HUD device to which embodiments of the present disclosure can be applied.

[0011] Figure 3 This is a schematic diagram of a display control device provided in an embodiment of the present disclosure.

[0012] Figure 4 This is a schematic diagram illustrating a method for determining a data collection mode based on a vehicle driving scenario, as provided in this disclosure.

[0013] Figure 5 This is a flowchart illustrating an adjustment to the display characteristics of a speed limit sign, as provided in this disclosure.

[0014] Figure 6 This is a schematic diagram of a speed limit sign provided in this disclosure.

[0015] Figure 7 This is a schematic diagram illustrating another speed limit sign provided in this disclosure.

[0016] Figure 8 This is a schematic diagram illustrating another type of speed limit sign provided in this disclosure.

[0017] Figure 9 This is a schematic diagram illustrating yet another speed limit sign provided in this disclosure.

[0018] Figure 10 A flowchart of a display control method provided in this disclosure. Detailed Implementation

[0019] The technical solutions in this disclosure will now be clearly and completely described with reference to the accompanying drawings.

[0020] The existing technology primarily employs a passive multi-source data fusion system for head-up displays (HUDs). This system integrates various data acquisition units, including cameras, millimeter-wave radar, and high-precision maps. Its core operation involves indiscriminately aggregating all data collected by these units into a central data fusion engine for processing. Backend fusion algorithms (such as Kalman filtering or weighted averaging) comprehensively process all input data, aiming to mitigate conflicts, noise, and uncertainties between different data sources, thereby outputting a more reliable result than any single source.

[0021] The core technical problem with existing solutions is the lack of real-time reliability assessment and proactive management of data sources, leading to poor accuracy in the final displayed content. Specifically, in complex real-world driving environments, the performance of data acquisition units is dynamically changing; for example, the recognition accuracy of cameras drops below 60% in rainy or foggy weather. Because the architecture of existing solutions is passive, they cannot identify and proactively exclude data sources that have become unreliable in specific scenarios. Instead, they continue to feed this low-quality or even erroneous contaminated data into the fusion process. This causes unreliable data to pollute the entire dataset, ultimately resulting in the head-up display projecting incorrect or misleading information, affecting not only the user experience but also posing a potential threat to driving safety.

[0022] Based on this, this disclosure first proposes a display control device that can be applied in, for example... Figure 1 In the illustrated display control system, display control system 10 is shown with an exemplary vehicle 11. Although a bus is illustrated, it should be understood that vehicle 11 can be any type of vehicle without departing from the scope of this disclosure. System 10 generally includes a display control device 12, vehicle sensors 13, a head-up display device 14, and an external communication interface 15.

[0023] Display control device 12 controls head-up display device 14 to display content related to the current vehicle and its surroundings on the windshield 16 of vehicle 11, as described below. Display control device 12 includes at least one processor 121 and memory 122, the memory being a computer-readable storage device or medium. Processor 121 may be a custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), an auxiliary processor among several processors associated with display control device 12, a semiconductor-based microprocessor (in the form of a microchip or chipset), a macroprocessor, a combination thereof, or generally a device for executing instructions. Computer-readable storage device or medium may include, for example, volatile and non-volatile memory in read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is persistent or non-volatile memory that can be used to store various operational variables when processor 121 is powered off. Computer-readable storage devices or media may be implemented using multiple storage devices such as PROM (Programmable Read-Only Memory), ePROM (Electrically Powered PROM), EEPROM (Electrically Erasable PROM), flash memory, or other electrical, magnetic, optical, or combined storage devices capable of storing data, some of which represent executable instructions used by the display control device 12 to control various systems of the vehicle 11. The display control device 12 may also consist of multiple processors that are electrically in communication with each other.

[0024] The display control device 12 communicates electrically with the vehicle sensors 13, the head-up display 14, and the external communication interface 15. Electrical communication can be established using, for example, a CAN bus, Wi-Fi network, or cellular data network. It should be understood that various other wired and wireless technologies and communication protocols used for communicating with the display control device 12 are within the scope of this disclosure.

[0025] Vehicle sensor 13 is used to acquire information about the environment surrounding vehicle 11, i.e., to acquire external environmental parameters of vehicle 11. In an exemplary embodiment, vehicle sensor 13 includes an external camera 131, a vehicle communication system 132, and an electronic distance sensor 133. It should be understood that, without departing from the scope of this disclosure, vehicle sensor 13 may include additional sensors for determining characteristics of vehicle 11, such as vehicle speed, road curvature, and / or vehicle steering. As discussed above, vehicle sensor 13 is in electrical communication with display control device 12.

[0026] An external camera 131 is used to capture images and / or videos of the environment surrounding the vehicle 11. In an exemplary embodiment, the external camera 131 is a photographic and / or video camera positioned to observe the environment in front of the vehicle 11. In one example, the external camera 131 is fixed inside the vehicle 11 (e.g., in the roof lining of the vehicle 11) and has a field of view through the windshield 16. In another example, the external camera 131 is fixed outside the vehicle 11, for example, on the roof of the vehicle 11, and has a view of the environment in front of the vehicle 11. It should be understood that cameras with various sensor types, including, for example, charge-coupled device (CCD) sensors, complementary metal-oxide-semiconductor (CMOS) sensors, and / or high dynamic range (HDR) sensors, are all within the scope of this disclosure. Furthermore, cameras with various lens types, including, for example, wide-angle lenses and / or narrow-angle lenses, are also within the scope of this disclosure.

[0027] The display control unit 12 uses the vehicle communication system 132 to communicate with other systems outside the vehicle 11. For example, the vehicle communication system 132 includes the ability to communicate with vehicles, infrastructure, remote call centers, and / or personal devices. The vehicle communication system 132 may include one or more antennas and / or communication transceivers for receiving and / or transmitting signals, such as Coordinating Sensing Messages (CSM). The vehicle communication system 132 is configured to wirelessly transmit information between the vehicle 11 and another vehicle. Furthermore, the vehicle communication system 132 is configured to wirelessly transmit information between the vehicle 11 and infrastructure or other vehicles.

[0028] Electronic distance sensor 133 is used to determine the range (i.e., distance) between vehicle 11 and objects in the environment surrounding the vehicle. Electronic distance sensor 133 may utilize electromagnetic waves (e.g., radar), sound waves (e.g., ultrasound), and / or light (e.g., lidar) to determine the distance. Figure 1 In the exemplary embodiments shown, the electronic ranging sensor 133 is a lidar sensor. It should be understood that embodiments in which the electronic ranging sensor 133 includes radar sensors, ultrasonic sensors, lidar sensors, and / or other sensors configured to determine range (i.e., distance) fall within the scope of this disclosure.

[0029] refer to Figure 2This diagram illustrates a system diagram of a head-up display device 14 used by an exemplary occupant 21. Within the scope of this disclosure, in a non-limiting example, occupant 21 includes the driver, passengers, and / or any other person in the vehicle 11. The head-up display device 14 is used to display a projected image (i.e., a notification symbol providing visual information to the occupant 21) on the windshield 16 of the vehicle 11. The head-up display device 14 includes a projection component 141 and an occupant status acquisition device 142. As discussed above, the head-up display device 14 is in electrical communication with a display control device 12.

[0030] Projection component 141 is used to project a projected image onto a projected component 16 of the vehicle 11, typically the windshield. It should be understood that various devices designed for projecting images, including, for example, optical collimators, laser projectors, digital light projectors (DLP), etc., are within the scope of this disclosure.

[0031] The occupant status acquisition device 142 is used to determine the position of the occupant 21 in the vehicle 11 and the driver's visual state parameters. For example, the occupant status acquisition device 142 can track the position of the occupant 21's head 211 or eyes 212, as well as the driver's facial expressions. The position and visual state parameters of the occupant 21 in the vehicle 11 obtained from the occupant status acquisition device 142 are used to locate a projected image on the windshield of the vehicle 11 and adjust the display color of the projected image. In an exemplary embodiment, the occupant status acquisition device 142 is one or more cameras disposed in the vehicle 11.

[0032] To operate the head-up display 14, the processor 121 in the display control unit 12 may include multiple software modules, including a system manager 144. During operation of the system 10, the system manager 144 receives at least a first input 24, a second input 23, and a third input 22. The first input 24 indicates the location of the vehicle 11 in space (i.e., the geographic location of the vehicle 11), the second input 23 indicates the location of the vehicle occupant 21 within the vehicle 11 and visual state parameters (e.g., the position of the occupant 21's eyes and / or head within the vehicle 11), and the third input 22 is data relating to the expected lighting state of at least one indicator of a distant vehicle, which will be discussed in more detail below. The first input 24 may include data such as GNSS data (e.g., GPS data), vehicle speed, road curvature, and vehicle steering, and this data is collected from vehicle sensors 13. The second input 23 is received from an occupant state acquisition device 142. The third input 22 is vehicle external environment parameters concerning the distant vehicle in the environment surrounding the vehicle 11. System manager 144 is configured to determine (e.g., calculate) the type, size, shape, and color of the projected image to be displayed using projection component 141 based on a first input 24 (i.e., vehicle position in the environment), a second input 23 (e.g., the position of the eyes 212 and / or head 211 of the occupant 21 in vehicle 11), and a third input 22. System manager 144 instructs image engine 143 to display the projected image using projection component 141. Image engine 143 is a software module or integrated circuit of projection component 141 or display control device 12. Image engine 143 displays the projected image on the windshield 16 of vehicle 11 using projection component 141 based on the type, size, shape, and color of the projected image determined by system manager 144. When the head-up display device is an AR-HUD, the projected image is projected onto the windshield 16 by projection component 141 to display the projected image along the road surface 26.

[0033] In some exemplary embodiments of this disclosure, the above-described display control device 12 and head-up display device 14 are combined to constitute the head-up display device of this disclosure.

[0034] In some examples of this disclosure, refer to Figure 3 The display control device 12 may include a memory 122 and a processor 121. The memory 122 stores the data confidence levels of the data acquisition units, and the processor 121 is configured to disable the data acquisition units whose data confidence levels are lower than a preset threshold; and to control the data acquisition units that are not disabled to acquire road information in order to determine the display content of the head-up display device.

[0035] The road information is acquired by the data acquisition units that are not disabled and is used to determine the content displayed on the head-up display (HUD). Road information includes navigation guidance information, driver assistance information (such as speeding information and speed limit signs), etc. The specific content of the road information can be set according to needs and the functions of the data acquisition units, which will not be elaborated here.

[0036] In some exemplary embodiments of this disclosure, the data acquisition unit refers to a set of hardware modules used to acquire information about the internal and external environment of the vehicle, which may include vehicle sensors and external communication interfaces. Specifically, the vehicle sensors may include millimeter-wave radar for detecting the metal bracket of the speed camera, an external camera 131 for recognizing speed limit sign values ​​through image processing, a positioning unit for providing the real-time geographical location and attitude of the vehicle, and a temperature sensor for detecting the temperature of the data acquisition unit itself, etc., which will not be elaborated in this exemplary embodiment.

[0037] The external communication interface may include a high-precision map interface for accessing a high-precision map database to obtain prior data such as the coordinates of fixed speed limit signs, and a V2X communication unit for receiving dynamic information such as temporary speed limit instructions via vehicle-to-the-world communication. The combination of the onboard sensors and the external communication interface enables the data acquisition unit to provide the system with a multimodal, redundant data input, encompassing real-time perception information, high-precision prior information, and dynamic external information, providing an information foundation for subsequent data confidence assessment and data source management by the processor 121.

[0038] In some examples, the processor 121 first evaluates the data confidence level of each data acquisition unit in real time under the current driving environment. Data confidence level can be understood as a rating of the reliability of the information provided by that data unit; for example, in dense fog, the confidence level of the visual recognition data from the external camera 131 would decrease. When the processor 121 determines that the data confidence level of a certain data acquisition unit is below a preset standard or preset threshold, it will perform a shutdown operation, that is, temporarily suspend information acquisition from that unit and shut down that data acquisition unit in the data processing flow, thereby preventing low-quality or potentially erroneous data from flowing into the system at the source.

[0039] After disabling unreliable data sources, the processor 121 then controls the data acquisition units that were not disabled and were deemed to have high confidence to continue acquiring road information. Ultimately, the processor 121 determines the final display content to be presented on the head-up display device based on this filtered, reliable information, thereby ensuring the accuracy of the displayed information.

[0040] First, data confidence relies on real-time perception and understanding of the vehicle's driving scenario. The processor 121 constructs a multi-dimensional scene profile using a series of basic sensors, such as an ambient light sensor, a rain sensor, GPS positioning information, and traffic conditions acquired through vehicle-to-everything (V2X) connectivity. Based on this profile, the processor 121 evaluates the expected performance of each data acquisition unit in that specific scenario. For example, when the rain sensor detects heavy rain or the visibility sensor reports dense fog, the system determines that the current situation is a severe weather scenario. In this scenario, the processor 121 significantly reduces the data confidence of the external camera 131 because rain, snow, or fog severely interferes with optical imaging, causing a sharp drop in data acquisition accuracy, with a recognition rate potentially below 60%. Similarly, in low-light scenarios, when GPS positioning indicates that the vehicle is traveling on rural roads with poor map coverage, and the ambient light sensor confirms it is nighttime, the processor 121 determines that the high-precision map data confidence is insufficient because its data may have update delays or accuracy issues, and therefore downgrades it.

[0041] Secondly, data confidence is also based on the device parameters of the data acquisition unit, namely the inherent performance specifications and operating thresholds of each hardware module at the time of manufacture. These parameters provide the processor 121 with an objective basis for evaluating whether it can function normally under specific conditions. For example, the device parameters of the external camera 131 indicate that its image sensor's signal-to-noise ratio will drop sharply when the illumination is below a certain lumen value, causing the accuracy of its OCR recognition algorithm to be compromised. When the illumination measured by the vehicle's ambient light sensor is lower than this parameter threshold, the processor 121 will correspondingly reduce the data confidence of the camera. Another example is the GPS positioning unit, whose device parameters specify the minimum number of satellite signals that must be locked and the signal strength must be higher than a certain decibel value to achieve the nominal positioning accuracy (e.g., 0.1 meters). If the processor 121 detects a sharp decrease in the number of visible satellites or a signal strength lower than the parameter requirements, it will determine that the data confidence of the GPS data is unreliable.

[0042] In summary, the processor 121 dynamically and quantitatively determines the data confidence level of each data source by comparing and performing logical operations with real-time vehicle driving scene information and the device parameters of the data acquisition unit stored in the system. This decision-making process, which combines the dynamic variables of the external environment with the static performance of the hardware, enables the system to accurately predict and identify data sources that perform poorly under specific conditions, thus providing a solid and reliable decision-making basis for subsequent shutdown operations.

[0043] Data acquisition accuracy refers to the degree of consistency between sensor measurements and the actual values ​​of the measured physical quantities. This directly affects the realism and effectiveness of the AR-HUD display. Specifically, it measures whether the speed limit sign values ​​identified by the external camera are correct, how much the absolute vehicle position provided by GPS / IMU deviates from the actual geographical location, and whether the road information stored in the high-precision map is completely consistent with the real world. High accuracy is the foundation for achieving pixel-level AR virtual-real fusion rendering.

[0044] In some examples, the above data execution involves at least one of several parameters, such as data acquisition accuracy, data update frequency, and signal stability.

[0045] First, data acquisition accuracy is the core dimension of data confidence assessment, directly measuring the degree of consistency between sensor measurements and the real physical world. When the accuracy is insufficient, the data confidence level is deemed unacceptable.

[0046] Secondly, data update frequency is a key indicator for measuring data timeliness, which is crucial for systems that require real-time decision-making while operating at high speeds. Even if a piece of data was accurate at some point in the past, its reliability will decrease if it is not up-to-date.

[0047] Finally, signal stability assesses the continuity and consistency of the data stream, i.e., whether there are frequent interruptions, jumps, or abnormal fluctuations. Unstable data sources, even if they occasionally provide accurate data points, cannot be consistently trusted by the system due to their unpredictable behavior. For example, GPS signals are not only inaccurate in urban canyons, but their positioning results also fluctuate wildly and irregularly around the actual location. This is a typical example of signal instability, and the data confidence level will therefore be deemed insufficient. In summary, the processor continuously monitors specific metrics across three dimensions—data acquisition accuracy, data update frequency, and signal stability—and compares them with preset performance thresholds to dynamically and quantitatively determine the data confidence level of each data source. If the performance of at least one of these dimensions fails to meet the standards, the processor determines that the overall data confidence level of that data acquisition unit is insufficient and executes a shutdown operation to ensure the safety and reliability of the entire system's decision-making.

[0048] In some examples, refer to Figure 4The confidence levels of the radar 42, external camera 131, and map data 44 in the data acquisition unit can be directly determined based on the vehicle driving scenario, thereby triggering the corresponding data acquisition mode for data acquisition. The data acquisition mode may include standard mode, radar-dominated mode, low-light mode, and low-speed energy-saving mode. The specific data acquisition mode can also be customized based on the data acquisition accuracy, which will not be elaborated in this example implementation.

[0049] For example, under ideal weather conditions, the system will activate the standard mode. In this mode, all data acquisition units, including radar 42, camera, and map data, are deemed to have the highest data confidence and therefore operate at full capacity, ensuring the highest data accuracy through multiple redundancies and cross-validation. However, when the vehicle enters severe weather such as rain, snow, or dense fog, the processor 121 will determine, based on rain sensor or visibility data, that the data confidence of the external camera 131 has drastically decreased below a preset threshold due to visual failure. At this point, the system will automatically switch to radar-dominated mode, proactively disabling the external camera 131 and relying entirely on the weather-independent radar 42 detection and prior information from the high-precision map to determine the displayed content. This prevents low-quality, potentially erroneous data collected by the camera from entering the fusion process at the source, thus ensuring the accuracy of the displayed content under extreme weather conditions. Secondly, disabling the camera's high-power image processing function also saves valuable computing resources and energy.

[0050] Similarly, when a vehicle enters a dimly lit environment at night, such as a rural road without streetlights, it enters a low-light mode. In this scenario, the processor 121 determines that the confidence level of the high-precision map data may be insufficient because the map data in these areas may not be updated in a timely manner or may not be accurate enough. Therefore, it will downgrade the data and use it only as an auxiliary reference. At this time, the system will mainly rely on the physical detection of the radar 42 and the real-time visual recognition of the night-enhanced camera, prioritizing the use of real-time perceived data rather than potentially outdated stored data, thereby improving reliability in specific geographical environments.

[0051] Finally, in severely congested urban traffic, the system switches to a low-speed, energy-saving mode. Processor 121 determines that in this scenario, the vehicle does not require long-range detection, and radar 42's contribution to the current near-range identification task (i.e., task confidence) is very low. Therefore, it is deactivated, retaining only camera and map data. The technical effect of this mode is that, without affecting near-range identification accuracy, it significantly optimizes system energy consumption and computational load by shutting down the high-power radar 42, demonstrating the system's intelligent resource management.

[0052] In some examples of this disclosure, the displayed content may include navigation guidance information, vehicle status information, and driving assistance information, which is the focus of this solution.

[0053] In the specific application of driving assistance information, firstly, in order to ensure the accuracy of the reminder information, when determining the speed limit information of the current driving road, the speed limit information can be divided into fixed speed limit value and temporary speed limit value of the current driving road.

[0054] The acquisition of fixed speed limits incorporates multi-source redundancy verification, combining data from onboard sensors and map data. Temporary speed limits, which require higher timeliness, are obtained in real-time from traffic management infrastructure via a vehicle-to-infrastructure (V2I) system. Upon acquiring both types of information, the system unconditionally adopts valid temporary speed limit information, as it has the highest legal force. If no temporary speed limit exists, the fixed speed limit is used. If fixed speed limit values ​​from multiple sources conflict, the system, adhering to a safety and conservative principle, selects the lower value, thus ensuring that the final determined speed limit information is both accurate and safe.

[0055] After confirming the high-confidence speed limit information, a speeding warning can be displayed. The processor 121 compares the vehicle's current speed with the confirmed speed limit information in real time to calculate the speeding information. Crucially, when the vehicle is speeding, the display characteristics of the speed limit sign 60 on the head-up display change according to the magnitude of the speeding error. This is a tiered warning mechanism; for example, referring to… Figure 5 First, step S502 is executed to obtain the fixed speed limit value. Then, step S504 is executed to receive temporary road data. Step S506 is executed to determine if there is a temporary speed limit. If not, the process ends. If so, step S508 is executed to determine the final speed limit based on the fixed and temporary speed limits. Then, step S510 is executed to determine if the vehicle is speeding. If not, step S512 is executed to display the static speed limit sign. If so, step S514 is executed to determine if the speeding is less than 10%. If so, step S512 is executed. If not, step S516 is executed to determine if the speeding is 10% to 20%. If so, step S518 is executed, and the speed limit sign flashes dynamically at a frequency of 1Hz. If not, step S520 is executed, and the speed limit sign flashes dynamically at a frequency of 2Hz.

[0056] Specifically, when the speeding percentage is less than 10%, only a static virtual icon is displayed as a mild background warning; when the speeding percentage is between 10% and 20%, the icon will dynamically pulse and flash at a frequency of 1Hz to attract the driver's attention; and when the speeding percentage exceeds 20%, the pulse frequency will increase to 2Hz for a stronger warning. This design, which directly links the severity of speeding with the intensity of visual stimulation, is more effective in conveying the level of danger and prompting drivers to take appropriate deceleration actions compared to traditional binary warnings.

[0057] For example, flickering can be a change in display frequency or a change in display characteristics; for instance, flickering can occur during... Figure 6 and Figure 7 The speed limit signs switch back and forth between 60 and 60.

[0058] In some examples, the display characteristics of the speed limit sign 60 can change with the magnitude of the speeding value, or the degree of differentiation in the display can be described as follows: Figure 8 If the speeding ratio is large, a more eye-catching and differentiated pattern can be added to the edge of the speed limit sign 60. The specific display logic can also be customized according to the requirements, which will not be elaborated in this example implementation.

[0059] To ensure timely alerts without being overly intrusive, the processor intelligently determines when to display the speed limit sign (60). It doesn't trigger at a fixed distance but dynamically determines the display based on three dimensions: the distance between the vehicle's current location and the speed limit, the road type, and the current speed. For example, on a high-speed highway, the alert might appear 1 kilometer from the target to allow sufficient reaction time; while on slower city roads, it might appear 300 meters away to avoid information overload. Simultaneously, its AR display effect is also dynamic, such as... Figure 7 and Figure 9 As shown, when the distance is far, the speed limit sign 60 appears in a small, semi-transparent form in the distance of the road. As the vehicle approaches, the speed limit sign 60 smoothly enlarges and becomes opaque, and is always visually precisely aligned with the camera or road sign in the real world, creating a strong sense of immersion and proximity.

[0060] Finally, to ensure that critical safety information is effectively received by the driver, the processor can be configured to determine the direction of the user's attention and adjust the display characteristics of the speed limit sign 60 based on this direction. If, when an overspeed warning is triggered, the system detects that the driver's gaze is deviating from the road ahead and the HUD display area, it will determine that the visual warning may be ineffective. In this case, the system will automatically take stronger intervention measures, such as adjusting the display size or position of the speed limit sign 60, enlarging it or moving it closer to the center of the driver's line of sight, or even upgrading the warning to a voice broadcast on the vehicle's infotainment system, directly reminding the driver through sound. This forms a complete interactive closed loop that can perceive the driver's state and intelligently adjust the warning strategy, maximizing driving safety.

[0061] The head-up display device provided in this disclosure disables data acquisition units with data confidence levels below a preset threshold, thereby significantly improving the accuracy and reliability of the final displayed content. Specifically, the processor continuously evaluates the data confidence level of each unit based on the vehicle driving scenario and the device parameters of the data acquisition units. This data confidence level is jointly determined by dimensions such as data acquisition accuracy, data update frequency, and signal stability. When the data confidence level of a certain data acquisition unit (such as an onboard sensor or external communication interface) is insufficient, the processor disables it and only controls the data acquisition units that are not disabled to acquire road information. In the application of driver assistance information, this means that both the fixed speed limit value and the temporary speed limit value used to determine the speed limit information originate from a high-confidence data source. Therefore, based on this reliability, the system can accurately adjust the display characteristics of the speed limit sign 60 according to the speeding information and the magnitude of the speeding value, ultimately achieving a highly context-aware and safe intelligent interaction effect.

[0062] Furthermore, this disclosure also provides a display control method for a head-up display device, applied to the aforementioned processor, with reference to... Figure 10 The display control method for the head-up display device may include steps S1010 to S1020.

[0063] In step S1010, the data acquisition units with a data confidence level lower than a preset threshold are deactivated.

[0064] In step S1020, the data acquisition unit that has not been disabled is controlled to acquire road information in order to determine the content to be displayed on the head-up display device.

[0065] The specific details of steps S1010 to S1020 can be found in the description of the processor in the head-up display device, and will not be repeated here.

[0066] Those skilled in the art will recognize that the functions described in this disclosure in one or more of the examples above can be implemented using 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 code on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transfer of a computer program from one place to another. Storage media can be any available medium accessible to a general-purpose or special-purpose computer.

[0067] It should be noted that the technical solutions described in this disclosure can be combined arbitrarily as long as they do not conflict.

[0068] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A display control device, characterized in that, include: The memory is configured to store the confidence scores of the data acquisition unit. processor; Configured to disable data acquisition units whose data confidence level is lower than a preset threshold; The system also controls the data acquisition units that are not disabled to acquire road information in order to determine the content to be displayed on the head-up display device.

2. The display control device according to claim 1, characterized in that, The data confidence level is determined based on at least one of the vehicle driving scenario and the equipment parameters of the data acquisition unit.

3. The display control device according to claim 1, characterized in that, The data acquisition unit includes vehicle sensors and / or external communication interfaces.

4. The display control device according to claim 1, characterized in that, The data confidence level includes at least one of the following: data acquisition accuracy, data update frequency, and signal stability.

5. The display control device according to claim 1, characterized in that, The displayed content includes at least one of navigation guidance information, vehicle status information, and driving assistance information.

6. The display control device according to claim 5, characterized in that, The driving assistance information includes speeding information and speed limit signs; when the displayed content includes driving assistance information, the processor is further configured to: The display characteristics of the speed limit sign are adjusted based on the speeding information and the speed limit information of the current road.

7. The display control device according to claim 6, characterized in that, The processor is configured as follows: Determine the user's attention direction and adjust the display features of the speed limit sign based on the attention direction, wherein the display features include at least the display size or display position of the speed limit sign.

8. The display control device according to claim 6, characterized in that, When the speeding information indicates that the vehicle is currently speeding, the display characteristics of the speed limit sign change according to the magnitude of the speeding value, wherein the speeding value is determined based on the vehicle's current speed and the speed limit information.

9. The display control device according to claim 6, characterized in that, The processor is configured as follows: The timing for displaying the speed limit sign is determined based on the distance between the vehicle's current location and the speed limit location, the road type, and the current vehicle speed.

10. The display control device according to claim 6, characterized in that, The speed limit information for the current road is determined by the fixed speed limit and the temporary speed limit for the current road.

11. The display control device according to claim 10, characterized in that, The fixed speed limit is determined based on vehicle sensor and map data; The temporary speed limit value is obtained from the vehicle-road cooperative system.

12. A display control method, characterized in that, include: Data acquisition units with a confidence level lower than a preset threshold will be deactivated. The system also controls the data acquisition units that are not disabled to acquire road information in order to determine the content to be displayed on the head-up display device.

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