Anti-shielding display method for vehicle instrument panel, vehicle and electronic equipment

Abstract

The invention provides an anti-shielding display method for a vehicle instrument panel, a vehicle and electronic equipment, and relates to the technical field of vehicle man-machine interaction, the method comprises the steps that firstly, in response to the change of the head posture of a driver, viewpoint information of the driver of the vehicle is determined, and the viewpoint information is used for indicating the observation position of the driver on the instrument panel of the vehicle; secondly, on the basis of the steering wheel turning angle, the viewpoint information, the three-dimensional model of the steering wheel and the relative position relation between the steering wheel and the instrument panel, a shielding area shielded by the steering wheel on the instrument panel is determined; and finally, based on the shielding area, adjusting the content displayed on the instrument panel. The technical problem that dynamic shielding of an instrument panel cannot be solved in the prior art is solved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle human-machine interaction technology, and in particular to a method for preventing obstruction of a vehicle dashboard display, a vehicle, and electronic equipment. Background Technology

[0002] In the development of vehicle human-machine interaction design, in order to balance driving control and personalized needs, the shape of steering wheels has gradually broken through the limitations of the traditional standard circle, with flat-bottomed, flat-round, and even rectangular, butterfly-shaped and other irregularly shaped steering wheels being widely used. At the same time, the instrument panel, as the core carrier for drivers to obtain key information such as navigation instructions, vehicle speed, warning lights, and vehicle status, has an inherent contradiction with the fixed layout of the instrument panel and the diverse positions and shapes of steering wheels. Especially in sharp turning scenarios, the problem of the steering wheel rim and spokes obstructing key display areas of the instrument panel is becoming increasingly prominent, becoming an important factor affecting the acquisition of driving information.

[0003] Current solutions to the problem of dashboard obstruction have significant limitations: Head-up Displays (HUDs) used in some high-end models can project some information onto the windshield, but they are costly and limited by display principles and space constraints, resulting in a limited amount of information that cannot completely replace the information-carrying function of traditional dashboards; another type of manually adjustable dashboard solution only allows users to manually fine-tune the display position, which is a static adjustment method and cannot respond to dynamic factors such as real-time changes in steering wheel angle and differences in driver posture, making it difficult to adapt to complex and ever-changing driving scenarios.

[0004] In summary, existing technologies cannot solve the technical problem of dynamic occlusion of the dashboard. Summary of the Invention

[0005] In view of the above problems, this disclosure provides a vehicle dashboard anti-obstruction display method, vehicle, and electronic device that overcomes or at least partially solves the technical problem of dynamic dashboard obstruction that cannot be solved in the prior art. The technical solution is as follows: A method for preventing obstruction of a vehicle dashboard display, the method comprising: In response to a change in the driver's head posture, the driver's viewpoint information is determined, which is used to indicate the driver's observation position on the vehicle's dashboard. Based on the steering wheel angle, the viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel, the obstructed area on the instrument panel that is blocked by the steering wheel is determined. Adjust the content displayed on the dashboard based on the obstructed area.

[0006] In this way, by using changes in the driver's head posture as a trigger condition, the system dynamically locks the obstructed area by determining the viewpoint information, integrating the steering wheel angle, 3D model, and relative positional relationships, and then adjusts the instrument panel display content accordingly. This constructs a complete closed loop of "trigger-detection-adjustment," breaking the limitations of the fixed layout of traditional instrument panels. It effectively solves the problem of dynamic obstruction caused by changes in driver posture and various steering wheel shapes, avoiding driver distraction while trying to obtain obstructed information, ensuring the continuous presentation of key driving information. This not only guarantees driving safety in core situations such as turning, but also achieves personalized adaptation of the displayed content to the driver's observation state, significantly improving the human-computer interaction experience.

[0007] Optionally, based on the steering wheel angle, the viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel, the obstructed area on the instrument panel that is blocked by the steering wheel is determined, including: Based on the steering wheel angle, the three-dimensional model of the steering wheel, and the relative positional relationship, the line of sight extending from the observation position of the viewpoint information towards the driver's direction is determined. The portion of the space within the line of sight that is obscured by the three-dimensional model is taken as the obscuring component; The projection of the obstructing component onto the plane of the instrument panel display area is determined to obtain the obstructing area.

[0008] In this way, by defining the line-of-sight range, locking onto obstructing components, and obtaining the projection area in a step-by-step logic, the calculation process for the obstruction area is refined, achieving the localization of the obstruction area. By focusing on the driver's line of sight pointing towards the instrument panel, it ensures that only obstructing components that truly affect the driver's vision are selected. Then, through projection conversion, the three-dimensional obstruction is transformed into a specific area on the instrument panel plane, avoiding the problems of vague range, misjudgment, and omission in traditional obstruction judgment. This provides reliable basic data support for subsequent adjustments to the displayed content, further improving the accuracy and targeting of the anti-obstruction solution.

[0009] Optionally, adjusting the content displayed on the dashboard based on the obstructed area includes: Determine the display information elements of the instrument panel; Based on the information category to which the displayed information belongs, determine the priority level corresponding to the displayed information; The displayed information elements are sorted in descending order of priority. According to the sorting order, a display area is allocated to each of the display information elements in the unobstructed area of ​​the dashboard in order to adjust the content displayed on the dashboard.

[0010] This clarifies the adjustment process for the dashboard display content. By first identifying all display information elements, then matching priorities according to information categories, and finally allocating unobstructed areas after sorting, the design ensures the priority visibility of key information. High-priority information such as collision warnings and vehicle speed can occupy prime unobstructed areas first, avoiding the problem of "information not being prioritized and core content being obscured" in traditional layouts. At the same time, the orderly allocation logic makes the display layout more reasonable, maximizing the use of the effective display space of the dashboard. This not only eliminates distractions caused by obstructed information access but also meets the priority needs for information during driving, improving driving safety and interaction accuracy.

[0011] Optionally, determining the priority level based on the information category to which the displayed information element belongs includes: Based on the correspondence between the information category and the priority level, the priority level of the display information element that matches the information category is determined.

[0012] In this way, the priority of displayed information is determined by the correspondence between information categories and priority levels, achieving standardization, efficiency, and scalability in priority determination. This approach avoids subjective bias or tedious calculations in priority determination, ensuring consistency of results. Simultaneously, the pre-defined correspondence can flexibly adapt to different vehicle models, driving scenarios, or driver needs (such as adjusting the mapping between categories and priorities), enhancing the versatility and flexibility of the solution. This provides a stable and reliable basis for subsequent orderly allocation of display areas according to priority, ensuring a smooth and efficient display adjustment process.

[0013] Optionally, the step of allocating display areas for each element in the unobstructed area of ​​the dashboard according to the sorting order, in order to adjust the content displayed on the dashboard, includes: Identify the unobstructed pixels in the dashboard display area to form a continuous unobstructed area; Determine the element to be assigned according to the sorting order; Determine the display area matching the position and size parameters of the currently assigned element from the unobstructed area; The currently unassigned element is assigned to the display area to adjust the content displayed on the dashboard and update the unobstructed area.

[0014] In this way, through a refined process of extracting continuous unobstructed areas, determining the elements to be assigned, matching position and size parameters, allocating areas, and updating space, efficient and conflict-free allocation of display areas is achieved. The extraction of continuous unobstructed areas ensures the integrity and visual continuity of information display, while the matching of position and size parameters ensures that each information element can be presented in a suitable space, avoiding problems such as information overlap or incomplete display. The design of real-time updating of unobstructed areas maximizes the use of effective dashboard space, making the allocation of subsequent elements more accurate, adapting to the layout requirements under dynamic occlusion changes, and improving the driver's efficiency in reading information.

[0015] Optionally, the step of allocating display areas for each element in the unobstructed area of ​​the dashboard according to the sorting order, in order to adjust the content displayed on the dashboard, includes: Identify the unobstructed pixels in the dashboard display area to form a continuous unobstructed area; Determine the element to be assigned according to the sorting order; Determine the display area matching the position and size parameters of the currently assigned element from the unobstructed area; The currently unassigned element is assigned to the display area to adjust the content displayed on the dashboard and update the unobstructed area.

[0016] This optimizes the interactive experience when display space is insufficient. When there is no area of ​​sufficient size, allocation is terminated and low-priority elements are progressively hidden. This avoids low-priority information occupying the display resources of high-priority information, ensuring that core information is presented normally. Furthermore, by using a progressive rather than direct masking method, visual abruptness is reduced to avoid interfering with the driver's experience. At the same time, unallocated low-priority information can be restored after the obscuring is removed, ensuring the integrity of the information. This effectively solves the problem of information chaos when display space is limited, further improving visual smoothness and safety during driving.

[0017] Optionally, determining the driver's viewpoint information of the vehicle includes: The driver's head posture parameters and eye parameters are obtained, and the eye parameters are used to characterize the driver's eye movement state and physical position. The viewpoint information is determined based on the head posture parameters and the eye parameters.

[0018] This refines the method for determining viewpoint information. By acquiring the driver's head posture parameters and eye parameters to calculate viewpoint information, its core benefit lies in improving the accuracy and reliability of the viewpoint information. Head posture parameters reflect the driver's overall observation angle, while eye parameters pinpoint the visual focus point. Combining the two avoids viewpoint deviations caused by relying on a single parameter, ensuring that the viewpoint information accurately reflects the driver's observation position on the dashboard. This lays a solid foundation for subsequent calculations of the obstruction area and guarantees the effectiveness of the entire anti-obstruction solution.

[0019] Optionally, determining the viewpoint information based on the head posture parameters and the eye parameters includes: Using the head posture parameters as a reference for viewpoint correction, the position information of the pupil center in the eye parameters is determined; Based on the location information, the viewpoint information is determined.

[0020] In this way, by using head posture parameters as the reference for viewpoint correction, and combining them with eye parameters to determine the pupil center position information and locate the viewpoint information accordingly, the viewpoint deviation caused by the driver's head displacement can be precisely compensated. This avoids the problem of coarse viewpoint positioning caused by relying solely on head posture or one-sided positioning caused by relying solely on eye parameters. The viewpoint information determined in this way can truly reflect the driver's actual observation position on the instrument panel, providing reliable data support for subsequent determination of the steering wheel obstruction area. This ensures that subsequent adjustments to the instrument panel display content can be adapted to the driver's actual field of vision, effectively avoiding the problem of key driving information being invisible due to improper obstruction adjustments, and improving driving safety and information acquisition efficiency.

[0021] A vehicle dashboard anti-obstruction display device, the device comprising: The first determining module is used to determine the driver's viewpoint information in response to a change in the driver's head posture. The viewpoint information is used to indicate the driver's observation position on the vehicle's dashboard. The second determining module is used to determine the obscured area on the instrument panel that is obscured by the steering wheel based on the steering wheel angle, the viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel. An adjustment module is used to adjust the content displayed on the dashboard based on the obstructed area.

[0022] Optionally, the second determining module is also used for: Based on the steering wheel angle, the three-dimensional model of the steering wheel, and the relative positional relationship, the line of sight extending from the observation position of the viewpoint information towards the driver's direction is determined. The portion of the space within the line of sight that is obscured by the three-dimensional model is taken as the obscuring component; The projection of the obstructing component onto the plane of the instrument panel display area is determined to obtain the obstructing area.

[0023] Optionally, the adjustment module is also used for: Determine the display information elements of the instrument panel; Based on the information category to which the displayed information belongs, determine the priority level corresponding to the displayed information; The displayed information elements are sorted in descending order of priority. According to the sorting order, a display area is allocated to each of the display information elements in the unobstructed area of ​​the dashboard in order to adjust the content displayed on the dashboard.

[0024] Optionally, the adjustment module is also used for: Based on the correspondence between the information category and the priority level, the priority level of the display information element that matches the information category is determined.

[0025] Optionally, the adjustment module is also used for: Identify the unobstructed pixels in the dashboard display area to form a continuous unobstructed area; Determine the element to be assigned according to the sorting order; Determine the display area matching the position and size parameters of the currently assigned element from the unobstructed area; The currently unassigned element is assigned to the display area to adjust the content displayed on the dashboard and update the unobstructed area.

[0026] Optionally, the vehicle dashboard anti-obstruction display device also includes a hidden module: The hiding module is used to terminate the allocation process and perform progressive hiding on the unallocated low-priority elements when all the elements to be allocated have been allocated, or when there is no area in the unobstructed area that meets the minimum display size among the elements to be allocated.

[0027] Optionally, the first determining module is also used for: The driver's head posture parameters and eye parameters are obtained, and the eye parameters are used to characterize the driver's eye movement state and physical position. The viewpoint information is determined based on the head posture parameters and the eye parameters.

[0028] Optionally, the first determining module is also used for: Using the head posture parameters as a reference for viewpoint correction, the position information of the pupil center in the eye parameters is determined; Based on the location information, the viewpoint information is determined.

[0029] A vehicle comprising a vehicle performing a display method for preventing obstruction of a vehicle dashboard as described in any of the above-mentioned optional methods.

[0030] An electronic device includes a memory, a processor, and a computer program stored in the memory, wherein when the processor executes the computer program, it implements any of the optional vehicle dashboard anti-obstruction display methods described above.

[0031] Using the above technical solution, this disclosure provides a method for preventing obstruction of a vehicle dashboard display. First, in response to a change in the driver's head posture, the driver's viewpoint information is determined, which indicates the driver's observation position on the vehicle's dashboard. Second, based on the steering wheel angle, viewpoint information, a three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the dashboard, the obstructed area on the dashboard that is blocked by the steering wheel is determined. Finally, based on the obstructed area, the content displayed on the dashboard is adjusted. In this way, by using "driver head posture changes" as the trigger condition, it closely matches the actual scenarios of different drivers' seating postures during driving, and the same driver adjusting their head posture due to road conditions or habits. This ensures that the display adjustment is synchronized with the driver's dynamic observation state from the source, avoiding the occlusion risk caused by the display layout remaining unchanged when the observation position changes. At the same time, by integrating steering wheel angle, pre-stored 3D steering wheel model, relative positional relationship between steering wheel and instrument panel, and driver's viewpoint information, it achieves collaborative calculation of multi-dimensional data, overcoming the dynamic occlusion prediction problem caused by the diversity of steering wheel shape, uncertainty of turning angle, and differences in driver seating posture. It can pinpoint the occlusion area on the instrument panel that truly affects the driver's vision in real time, rather than relying on fixed parameters for rough judgment. Based on this, the display can be adjusted in a targeted manner. This solution ensures that critical driving information such as collision warnings, navigation guidance, and vehicle speed are always within unobstructed visibility. It eliminates the distraction of adjusting the driver's head or shifting their gaze to obtain obstructed information, especially during critical situations requiring high concentration, such as turning. This maximizes the driver's focus on the road ahead and significantly reduces safety risks caused by visual deviation. Furthermore, this solution breaks away from the limitations of traditional one-size-fits-all dashboard designs, allowing the displayed content and layout to be personalized to the driver's actual line of sight and the vehicle's real-time status. Instead of the driver passively adapting to a fixed layout, the display system actively adapts to individual observation needs, significantly reducing the driver's visual adaptation costs. This greatly improves the accuracy, comfort, and driving safety of human-machine interaction, comprehensively meeting the core demands of modern automobiles for intelligent and personalized human-machine interaction.

[0032] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0033] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this disclosure. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 One of the flowcharts illustrating a method for preventing obstruction of a vehicle dashboard display according to an embodiment of this disclosure is shown. Figure 2 A second schematic flowchart of a vehicle dashboard anti-obstruction display method provided in this embodiment of the present disclosure is shown. Figure 3 The third schematic flowchart illustrates the vehicle dashboard anti-obstruction display method provided in this embodiment of the present disclosure; Figure 4 The fourth schematic flowchart illustrates the vehicle dashboard anti-obstruction display method provided in this embodiment of the present disclosure; Figure 5 A schematic diagram of the structure of a vehicle dashboard anti-obstruction display device provided in an embodiment of this disclosure is shown. Detailed Implementation

[0034] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0035] In the development of automotive human-machine interaction technology, steering wheel design has gradually evolved from the traditional standard round shape to diverse forms. Flat-bottomed, oval, and even rectangular and butterfly-shaped steering wheels are widely used, satisfying consumers' pursuit of driving control and vehicle personalization, and becoming an important trend in modern automotive design. However, these non-standard designs can easily obstruct the driver's view of key information on the instrument panel (such as vehicle speed, navigation guidance, and warning lights) during sharp turns. The instrument panel, as the core carrier for drivers to obtain key information such as navigation instructions, vehicle speed, warning lights, and vehicle status, presents an inherent contradiction between its fixed layout and the diverse positions and shapes of steering wheels. This is especially true in driving scenarios requiring high concentration, such as sharp turns, where the steering wheel's rim and spokes easily obstruct key display areas of the instrument panel, preventing drivers from quickly obtaining necessary information. This problem becomes increasingly prominent with the personalization of steering wheel designs.

[0036] Currently, existing technologies attempt to avoid obstruction by projecting some information onto the windshield using head-up displays (HUDs). However, HUD systems are expensive and limited by projection area and display content density, making it difficult to completely replace the information-carrying function of a traditional instrument panel. Another solution is to provide a physically or electrically adjustable instrument panel, allowing the driver to manually adjust the display position. However, this is essentially a static or preset adaptation method and cannot respond in real time to the rapidly changing dynamic obstruction situations during steering wheel rotation, thus lacking initiative and adaptability.

[0037] To address the technical problem of dynamic occlusion of the dashboard in existing technologies, this disclosure provides a method for preventing dashboard occlusion, such as... Figure 1 As shown, Figure 1 This is a schematic flowchart illustrating a method for preventing obstruction of a vehicle dashboard display according to an embodiment of this disclosure. The method includes: S11. In response to a change in the driver's head posture, determine the driver's viewpoint information.

[0038] The viewpoint information is used to indicate the driver's observation position on the vehicle's dashboard.

[0039] Specifically, relying on the onboard driver monitoring system, when a change in the driver's head posture is detected, head posture parameters (yaw angle, pitch angle, roll angle) and eye feature point data are collected in real time. The viewpoint deviation caused by head offset is corrected through coordinate system calculation, and the coordinates of the driver's gaze point in the coordinate system of the instrument panel screen are calculated. The gaze point coordinates are the viewpoint information. Its core function is to truly reflect the current visual focus position of the driver and provide viewpoint input for calculating the occluded area in combination with the vehicle status.

[0040] For example, the trigger condition is determined by a change of ≥3° in any head posture parameter; the driver's facial image is captured by an infrared camera, and the coordinates of the pupil center, iris edge feature points, and eyelid opening and closing status are extracted. Valid calculations are only performed when the eyelids obscure ≤20% of the pupil area (under normal driving visibility conditions); a Kalman filter algorithm is used to denoise the collected head posture parameters and eye feature point data, eliminating abnormal data points; the core principle for determining the viewpoint information is based on the pupil center corneal reflection optical imaging theory and the head-eye motion collaborative fusion mechanism, combined with multi-coordinate system mapping technology, to achieve a quantitative representation of the driver's observation position. The specific principle is as follows: This principle is based on the optical characteristics of the driver's eyes. Near-infrared light is emitted from an infrared camera to illuminate the eyes. Utilizing the difference in optical reflection between the cornea (transparent outer layer) and the pupil (central black area), a stable reflective spot (corneal reflection point) is formed on the corneal surface. Simultaneously, the dynamic position of the pupil center is captured. The absolute position of the corneal reflection point in space is basically fixed, while the pupil center moves synchronously with the gaze direction. The relative positional relationship between the two directly corresponds to the gaze direction vector. Building upon this foundation, a viewpoint correction model is constructed using head posture parameters. During driving, the driver's head yaw, pitch, and roll movements (quantified by head posture parameters) cause spatial position shifts in the eyes. Relying solely on eye parameters can easily lead to fixation point deviations. Therefore, using head posture parameters as a benchmark, a coordinate transformation matrix is ​​used to offset the viewpoint interference caused by head displacement, achieving collaborative calibration of "head movement compensating for eye movement." Finally, through camera intrinsic parameters (focal length, pixel size) and extrinsic parameters (camera mounting position relative to the dashboard / vehicle), the calibrated relative position of the pupil center and corneal reflection point is mapped sequentially from the image pixel coordinate system to the camera coordinate system and the vehicle coordinate system. This is ultimately converted into two-dimensional coordinates in the dashboard screen coordinate system or a three-dimensional observation point in the vehicle coordinate system, forming viewpoint information that characterizes the driver's actual observation position.

[0041] In this embodiment, the driver's head posture change is used as the trigger condition. Through multi-dimensional data collection and fusion, core reference information that can characterize the driver's actual observation position on the dashboard is obtained. This provides a personalized benchmark that is strongly bound to the driver's perspective for subsequent dynamic occlusion prediction, breaking the limitations of the traditional fixed perspective assumption.

[0042] S12. Based on the steering wheel angle, viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel, determine the obscured area on the instrument panel that is blocked by the steering wheel.

[0043] Among them, the three-dimensional model of the steering wheel refers to a digital model that fully represents the physical structure and spatial attributes of the steering wheel, constructed based on high-precision scanning and modeling technology to adapt to specific vehicle models. It is the core basic data carrier for dynamic occlusion calculation.

[0044] Specifically, based on the pre-stored relative positional relationship between the steering wheel and the instrument panel (stored in the form of a transformation matrix) and the real-time acquired steering wheel angle signal, the pre-stored 3D model of the steering wheel (including occluding components such as wheel rims, spokes, and buttons) undergoes coordinate transformation to ensure its spatial posture is consistent with the actual steering wheel of the vehicle. Then, using the viewpoint information as a reference, a view cone covering the entire display area of ​​the instrument panel is constructed. A view cone culling technique is used to filter out the model components of the steering wheel located within the view cone (i.e., components that may cause occlusion). In other words, the view cone is based on the driver's viewpoint information (the position of the gaze points in the vehicle coordinate system). Using the driver as the vertex and the four corners of the dashboard display area as the bottom boundary, a four-sided pyramidal space is formed with the vertex pointing to the driver and the bottom covering the dashboard. This space corresponds to the dashboard area and the space in front that the driver can see from the current perspective. Its horizontal cone angle (60°-80°) and vertical cone angle (40°-60°) can be dynamically adjusted based on the head posture to ensure consistency with the driver's actual field of vision. Finally, light projection is performed along the direction from the viewpoint to the dashboard, and the pixel range blocked by the model parts of the steering wheel is recorded to form a pixel set representing the occluded area (occlusion area mask).

[0045] In this embodiment, real-time vehicle status data (steering wheel angle), driver's personalized perspective data (viewpoint information), and pre-stored basic geometric data (steering wheel 3D model, relative position relationship) are integrated. Spatial calculations are used to dynamically lock the specific area on the dashboard that is obscured by the steering wheel, solving the problem that traditional static judgment cannot adapt to dynamic working conditions, and providing the obscuration basis for adjusting the display content.

[0046] S13. Adjust the content displayed on the dashboard based on the obstructed area.

[0047] Specifically, all display information elements of the instrument panel are first extracted, and the priority level of each element is determined based on the built-in configurable priority matrix (collision warning / braking assist is the highest level, navigation guidance is high level, vehicle speed / rev and vehicle status are medium level, and multimedia information is low level). Then, in order of priority from high to low, a suitable display area is allocated to each element in the unobstructed area of ​​the instrument panel (following the nearest neighbor principle, prioritizing the unobstructed area closest to the original display position). For low-priority elements that do not have an area that meets the size requirement, a gradual hiding is performed, while dynamic restoration is supported after the obstruction is removed.

[0048] In this embodiment, the layout of the dashboard display content is dynamically optimized and adjusted based on the obstruction area and the priority attribute of the displayed information, ensuring that key driving information is always in the driver's unobstructed view area, eliminating distraction caused by obstructed information acquisition, and realizing intelligent adaptation of the display layout to the driver's perspective and vehicle status.

[0049] The aforementioned solution uses "driver head posture changes" as a trigger condition, closely aligning with the actual scenarios of different drivers' seating postures during driving and the same driver adjusting their head posture due to road conditions or habits. This ensures that display adjustments are synchronized with the driver's dynamic observation state from the outset, avoiding the potential for obstruction caused by changes in the display layout despite changes in observation position. Simultaneously, by integrating steering wheel angle, a pre-stored 3D model of the steering wheel, the relative positional relationship between the steering wheel and the instrument panel, and driver's viewpoint information, it achieves collaborative computation of multi-dimensional data. This overcomes the challenge of dynamic obstruction prediction caused by the diverse shapes of steering wheels, uncertain turning angles, and differences in driver seating postures. It can pinpoint the obstructed areas on the instrument panel that truly affect the driver's vision in real time, rather than relying on fixed parameters for coarse judgment. Based on this, targeted adjustments to the instrument panel display... The system ensures that critical driving information such as collision warnings, navigation guidance, and vehicle speed are always within unobstructed visibility. This eliminates the distraction drivers experience when trying to obtain obstructed information, such as during turns, by adjusting their head or shifting their gaze to obtain such information. It maximizes driver focus on the road ahead and significantly reduces safety risks caused by visual deviation. Furthermore, this solution breaks away from the traditional one-size-fits-all design of dashboards, allowing the displayed content and layout to be personalized to the driver's current line of sight and the vehicle's real-time status. Instead of requiring the driver to passively adapt to a fixed layout, the display system actively adapts to individual observation needs, significantly reducing the driver's visual adaptation costs. This greatly improves the accuracy, comfort, and driving safety of human-machine interaction, comprehensively meeting the core demands of modern automobiles for intelligent and personalized human-machine interaction.

[0050] In some embodiments, such as Figure 2 As shown, based on steering wheel angle, viewpoint information, a 3D model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel, the obscured area on the instrument panel that is blocked by the steering wheel is determined, including: S121. Based on the steering wheel angle, the three-dimensional model of the steering wheel, and the relative positional relationship, determine the range of vision extending from the observation position of the viewpoint information towards the driver's direction of the instrument panel display area.

[0051] Specifically, the system first calls the 3D model of the steering wheel (including the geometric dimensions and vehicle coordinate system positions of all occlusion-related components such as wheel rims and spokes) and relative positional relationship data (stored in the form of a transformation matrix) pre-stored in the vehicle domain controller. Then, based on the real-time acquired steering wheel angle signal, the system performs coordinate transformation on the 3D model of the steering wheel to ensure that its spatial posture is consistent with the actual steering wheel of the vehicle. Subsequently, starting from the driver's eyes' observation position corresponding to the viewpoint information, a field of vision range (i.e., the viewing cone) covering the entire display area of ​​the instrument panel is constructed. This range corresponds to the instrument panel space area that the driver can see from the current perspective, realizing the fusion of "vehicle dynamic state + fixed geometric relationship + driver's perspective" and defining an effective boundary for occlusion judgment.

[0052] In this embodiment, by combining fixed geometric data on the vehicle side (three-dimensional model of the steering wheel, relative positional relationship between the steering wheel and the instrument panel) and real-time dynamic data (steering wheel angle), and taking the driver's actual observation position (viewpoint information) as the core, the effective line of sight boundary that the driver can observe in the instrument panel display area is defined. This provides a line of sight benchmark framework for subsequent screening of obstructing components and locking of obstruction range, avoiding misjudgment of obstruction caused by indiscriminate judgment.

[0053] S122. The portion of the space within the field of view that is occluded by the 3D model is used as an occlusion component.

[0054] Specifically, based on the view cone (line of sight) constructed by S121, the view cone culling technique in computer graphics is used to perform spatial intersection calculations on the 3D model of the steering wheel after attitude adjustment: traversing all components (rims, spokes, buttons, etc.) in the 3D model of the steering wheel, it is determined whether each component has spatial overlap with the view cone. If part or all of the structure of a component is within the view cone, and this structure will block the line of sight from the viewpoint to the instrument panel, then the component is determined to be an obstructing component. Through this process, only the model components of the steering wheel that have an actual obstructing effect on the current driver's line of sight are retained, and redundant parts without obstruction interference are eliminated.

[0055] In this embodiment, within the defined effective field of vision of the driver, the specific components in the three-dimensional model of the steering wheel that would actually obstruct the driver's view of the instrument panel are selected, and irrelevant model components outside the field of vision are excluded, thereby locking in the "source of obstruction" and providing a clear "obstruction object" for subsequent calculation of the obstruction area on the instrument panel plane.

[0056] S123. Determine the projection of the obstructing component onto the plane of the instrument panel display area to obtain the obstructing area.

[0057] Specifically, starting from the observation position corresponding to the viewpoint information, dense light rays are emitted towards the plane of the instrument panel display area; when the light rays encounter the obstructing component determined by S122 in the propagation path, the coordinates of the landing point of the light rays on the instrument panel plane are recorded; all effective light projection paths in the entire display area of ​​the instrument panel are traversed, and the coordinates of the landing points of all light rays blocked by the obstructing components are collected to form a continuous set of pixel coordinates; this set is the obstruction area, which intuitively reflects the specific range that cannot be seen from the driver's current perspective on the instrument panel.

[0058] In this embodiment, the locked occlusion components in three-dimensional space are transformed into specific pixel ranges on the dashboard display plane, realizing the mapping from three-dimensional occlusion to two-dimensional plane occlusion area. This provides a clear and quantifiable occlusion basis, i.e., an occlusion area mask, for the dynamic adjustment of the subsequent dashboard display content.

[0059] In the above solution, based on the steering wheel angle, the three-dimensional model of the steering wheel, and their relative positions, the visual range extending from the driver's viewpoint to the instrument panel is defined. Then, obstructing components within this range are selected, and their projections on the instrument panel plane are obtained as obstruction areas, forming a mapping logic of "visual range - obstructing components - obstruction areas". This process integrates the vehicle's real-time status (steering wheel angle) with pre-stored geometric data (three-dimensional model of the steering wheel, relative positions), combined with the driver's personalized viewpoint information, and achieves dynamic and real-time prediction of obstruction areas through spatial calculations. This effectively solves the problem of dynamic obstruction prediction caused by the diverse shapes of steering wheels and uncertain turning angles. Compared with traditional crude obstruction judgment methods, this process ensures the accuracy of obstruction area judgment through view cone construction, spatial intersection calculation, and projection transformation, avoiding misjudgments and omissions. It provides a reliable obstruction basis for the intelligent rearrangement of subsequent displayed information, ensuring that key driving information can be rendered in unobstructed areas, and fundamentally eliminating interactive distraction caused by information acquisition obstruction.

[0060] In some embodiments, such as Figure 3 As shown, based on the obstructed area, the content displayed on the dashboard is adjusted, including: S131. Determine the display information elements of the dashboard.

[0061] Specifically, based on the vehicle's real-time operating status (such as vehicle speed, fuel level, and fault status), driver interaction needs (such as navigation commands and multimedia control), and external environmental feedback (such as collision warning signals), information items to be displayed on the instrument panel are extracted from data sources such as the vehicle bus, navigation module, and Driver Monitoring System (DMS), forming a set of display information elements. These elements cover five major information categories (collision warning / brake assist, navigation guidance, vehicle speed / RPM, fuel level / coolant temperature / battery charge, and multimedia information), and each element comes with basic attributes such as default display size, default position, and data update frequency.

[0062] For example, the displayed information elements specifically include: ① Safety: collision warning signal, brake assist prompt; ② Navigation: turn arrow, remaining distance, road name, from the navigation module; ③ Driving core: vehicle speed, engine speed, from the vehicle bus CAN (Controller Area Network) signal; ④ Vehicle status: fuel level, coolant temperature, battery level, from sensor data, update frequency 1Hz; ⑤ Auxiliary: music name, volume, call information, from the multimedia module; each element has a preset fixed display size (e.g., the vehicle speed display area is 80px wide × 60px high by default, and the navigation arrow is 40px wide × 40px high by default) and default display coordinates (based on the instrument panel screen resolution, such as the default position X=200px, Y=300px in a 1920×720 coordinate system); the system iterates through the preset information list, eliminates redundant information that does not need to be displayed in the current scenario (e.g., engine speed information when parking), and finally generates a set of valid display information elements.

[0063] In this embodiment, the complete set of information that the dashboard needs to display under the current driving scenario is clearly defined, the scope of objects for subsequent priority determination and area allocation is delineated, and a list of information to be allocated is provided for dynamic layout to ensure that no key driving information is omitted and no redundant or invalid information is included, thus laying the foundation for an orderly layout.

[0064] S132. Determine the priority level of the displayed information based on the information category to which the displayed information belongs.

[0065] Specifically, based on the correspondence between information categories and priority levels, the priority level of the displayed information elements that match the information category is determined. For example, the system has a built-in "configurable information priority matrix," which pre-stores a one-to-one correspondence between five information categories and priority levels (Level 1-Level 4). After determining the category of a displayed information element, the corresponding priority level is automatically matched by querying this matrix, without manual intervention, thus achieving standardization and automation of priority determination. At the same time, this matrix supports personalized configuration; drivers can adjust the category and priority correspondence of non-core information (Level 2-Level 4) through the in-vehicle central control system.

[0066] For example, the priority matrix is ​​pre-stored in the non-volatile memory of the instrument controller in the form of a data table. The specific mapping relationship is as follows: ① Collision warning / braking assist is Level 1 (highest priority); ② Navigation guidance (turning) is Level 2 (high priority); ③ Vehicle speed / RPM, fuel level / coolant temperature / battery level are Level 3 (medium priority); ④ Multimedia information is Level 4 (low priority). The matching process is implemented through a hash query algorithm, and the single query time is ≤1ms. The trigger adjustment conditions are bound to the priority. For example, Level 1 information is "displayed immediately, regardless of obstruction", Level 2 information is "displacement is triggered when there is slight obstruction", Level 3 information such as vehicle speed / RPM is "displaced when obstruction area > 30%", and fuel level is "displaced when obstruction area > 50%", and Level 4 information is "temporarily hidden when there is severe obstruction". The matrix supports receiving personalized adjustment commands from the driver through the vehicle bus, and the adjusted mapping relationship is stored in a way that is bound to the driver's identity.

[0067] In this embodiment, a fixed mapping rule of "information category - priority level" is established to realize hierarchical management of displayed information, providing a basis for the subsequent layout strategy of "priority visibility of core information", and ensuring that key driving information receives priority display resources when space is limited.

[0068] S133. Sort the displayed information elements in descending order of priority.

[0069] Specifically, based on the priority level matched by S132, a sorting operation is performed on all displayed information elements: elements with higher priority levels are sorted first; for elements within the same priority level, in combination with the layout strategy, they are further sorted according to "occlusion degree from high to low" or "information importance from high to low" to ensure that more critical information within the same level gets priority access to the adaptation area.

[0070] In this embodiment, the order of information element allocation is clearly defined, and the layout principle of "prioritizing high-quality, unobstructed areas for core information" is established to avoid key information not having suitable display space due to its later allocation order, thus ensuring the visibility of driving safety-related information.

[0071] S134. According to the sorting order, allocate a display area for each display information element in the unobstructed area of ​​the dashboard in order to adjust the content displayed on the dashboard.

[0072] Specifically, the process involves identifying unobstructed pixels within the dashboard display area to form a continuous unobstructed region; determining the current element to be assigned according to the sorting order; identifying a display area within the unobstructed region that matches the position and size parameters of the current element to be assigned; assigning the current element to the display area to adjust the content displayed on the dashboard and updating the unobstructed region. When all elements to be assigned have been assigned, or when there is no unobstructed region that meets the minimum display size requirement for the elements to be assigned, the assignment process terminates, and unassigned low-priority elements are progressively hidden.

[0073] Specifically, firstly, based on the occlusion area mask generated by S12, the "unobstructed pixels" on the dashboard are extracted and aggregated into continuous unobstructed areas; then, the elements to be assigned are taken out in sorted order, following the "nearest neighbor principle" (prioritizing the area closest to the element's default position), and target areas that meet the element's position parameters (consistent orientation) and size parameters (meeting minimum display requirements) are selected from the unobstructed areas; after the element is assigned to the area, the unobstructed area is updated in real time (allocated space is removed); if all elements are assigned, or the remaining unobstructed area cannot meet the minimum display size of subsequent elements, the assignment is terminated, and unassigned low-priority (Level 4) elements are progressively hidden, and the display is restored after the occlusion is removed.

[0074] For example, the formation of unobstructed areas: Unobstructed pixels marked "0" in the mask of obstructed areas are filtered out. The criteria for continuous areas are "the maximum straight-line distance between any two pixels within the area is ≤5cm, and the boundary is closed." Scattered unobstructed pixels (area <1cm²) are not included. Unobstructed areas are stored in descending order of area. Target area matching: Position parameter matching requires that "the target area and the default position of the element are consistent" (e.g., elements on the left side of the dashboard by default are preferentially selected from the unobstructed area on the left), and the Euclidean distance between the geometric centers is ≤5cm. Size parameter matching requires that "the minimum display size of Level 1 elements is not less than 40% of the dashboard area, Level 2 is not less than 90% of the original size, Level 3 is not less than 80% of the original size, and Level 4 is not less than 60% of the original size." Unobstructed area updating: A "real-time cropping mechanism" is used to remove the allocated area from the original available area, recalculate the outline, area, and continuity of the remaining area, and the update frequency is synchronized with the calculation cycle of obstructed areas (≤10ms). Termination of allocation and hiding: When there is no area in the unobscured area that meets the minimum display size of subsequent elements, only the allocation of Level 4 elements is terminated; the progressive hiding is implemented as "the element transparency gradually decreases from 100% to 0%, with a reduction rate of 20% / 50ms". If the obscured area shrinks during the hiding process (the proportion of unobscured pixels is ≥90%), the hiding can be interrupted and the allocation can be resumed according to the sorting; the total time for allocation and adjustment is ≤50ms to ensure that the display interface is smooth.

[0075] In this embodiment, based on the sorting results, an appropriate space is allocated for each information element within the unobstructed area of ​​the dashboard. By dynamically updating the available area and handling scenarios with insufficient space, intelligent optimization of the display layout is achieved, ensuring that high-priority information is presented without obstruction, while maximizing the utilization of effective display resources.

[0076] In the above solution, a complete process is implemented: first, all information elements displayed on the dashboard are clearly defined; then, based on a preset correspondence between information categories and priorities, a hierarchical classification is completed, and unobstructed areas are allocated according to priority; finally, for scenarios with insufficient space, low-priority elements are progressively hidden. This ensures that high-priority core information such as collision warnings and vehicle speed occupy high-quality unobstructed areas, avoiding distractions caused by obstructed key information. Furthermore, the orderly allocation and space update mechanism maximizes the utilization of the dashboard's effective display resources. The information hierarchical strategy supports personalized configuration, adapting to the needs of different drivers. The sorting and allocation process follows the "nearest neighbor principle" and parameter matching standards, reducing visual interference from information displacement. The progressive hiding design avoids discomfort caused by sudden visual changes, overcoming the limitations of the traditional fixed layout's "one-size-fits-all" approach. It achieves intelligent adaptation between display content and layout, ensuring information continuity and driving safety in critical conditions such as turning, while also improving the accuracy and comfort of human-computer interaction.

[0077] In some embodiments, such as Figure 4 As shown, the driver's viewpoint information for determining the vehicle includes: S111. Obtain the driver's head posture parameters and eye parameters. The eye parameters are used to characterize the driver's eye movement state and physical position.

[0078] Specifically, relying on the vehicle-mounted driver monitoring system (DMS), and based on infrared cameras and computer vision algorithms, the driver's head posture parameters and eye parameters are captured in real time. The core head posture parameters include yaw angle, pitch angle, and roll angle, which are used to reflect the overall observation orientation of the driver's head. The eye parameters focus on the movement state of the eyeball (such as the eyeball rotation angle and gaze direction vector) and physical position (such as the pupil center coordinates and the position of the iris edge feature points). Together, they constitute the key raw data for calculating viewpoint information. During the acquisition process, the data format is standardized simultaneously to prepare for subsequent fusion calculations.

[0079] In this embodiment, a dedicated vehicle-mounted sensing system is used to collect core data related to the driver's head posture and eyeballs. This data provides the raw input information that characterizes the driver's observation angle and visual focus state, laying the data foundation for subsequent calculation of viewpoint information and personalized occlusion prediction, and ensuring that the input data can truly reflect the driver's actual observation state.

[0080] S112. Determine the viewpoint information based on head posture parameters and eye parameters.

[0081] Using head posture parameters as a reference for viewpoint correction, the position information of the pupil center in the eye parameters is determined; based on the position information, the viewpoint information is determined.

[0082] Specifically, head posture parameters are used as the reference for viewpoint correction to offset the observation angle shift caused by the driver's head yaw, pitch, and roll, avoiding the gaze point coordinate deviation caused by the overall head displacement when relying solely on eye parameters. On this basis, the physical position information of the pupil center is extracted from the eye parameters, and through coordinate system one calculation (mapping the pupil center position in the vehicle coordinate system to the instrument panel screen coordinate system), the viewpoint information that can truly reflect the driver's current observation position is finally determined, providing the core viewpoint input for subsequent occlusion calculations such as visual cone construction and light projection.

[0083] For example, the head posture correction mechanism is implemented through a 4×4 coordinate transformation matrix pre-stored in the vehicle domain controller. The matrix parameters are dynamically adjusted according to the real-time collected posture data to ensure that the viewing angle error caused by head offset is offset, with a correction accuracy of ≤1 pixel. Pupil center position extraction: Based on the infrared camera and computer vision algorithm of the DMS system, sub-pixel-level feature point detection technology is used to extract the pupil center coordinates with an extraction accuracy of 0.1 pixel, avoiding viewpoint deviation caused by feature point recognition error. Coordinate system 1 and viewpoint output: The physical position of the pupil center is first mapped to the vehicle coordinate system (maintaining coordinate consistency with the pre-stored steering wheel 3D model and instrument panel relative position relationship), and then converted into two-dimensional coordinates under the instrument panel screen coordinate system, which is the final viewpoint information. The coordinate output format is adapted to the instrument panel resolution.

[0084] In this embodiment, the fusion calculation method of "head posture correction + core eye parameter extraction" is used to eliminate the perspective deviation caused by a single parameter, lock the driver's actual observation focus on the instrument panel, and generate core perspective reference information for subsequent calculation of occluded areas, ensuring that the viewpoint information is highly consistent with the driver's actual observation position.

[0085] In the above scheme, by acquiring the driver's head posture parameters (yaw angle, pitch angle, roll angle) and eye parameters representing the eye movement state and physical position, comprehensive and reliable raw data support is provided for the calculation of viewpoint information, avoiding the perspective deviation caused by the acquisition of a single parameter. Then, using the head posture parameters as the perspective correction benchmark, the position information of the pupil center in the eye parameters is extracted as the viewpoint information, which effectively offsets the observation error caused by the driver's head offset, ensuring that the viewpoint information can truly reflect the driver's actual observation position on the instrument panel. This lays a personalized perspective benchmark for subsequent calculation of occlusion area by combining the steering wheel 3D model and corner signal, and solves the problem that the traditional fixed perspective assumption cannot adapt to the differences in driver sitting posture. This makes dynamic occlusion prediction more in line with individual driving state and provides core data guarantee for realizing personalized adaptation of human-computer interaction.

[0086] In addition, such as Figure 5 As shown, Figure 5 This is a schematic diagram of a vehicle dashboard anti-obstruction display device 500 provided in an embodiment of this disclosure. The device includes: The first determining module 501 is used to determine the driver's viewpoint information in response to a change in the driver's head posture. The viewpoint information is used to indicate the driver's observation position on the vehicle's dashboard. The second determining module 502 is used to determine the obscured area on the instrument panel that is obscured by the steering wheel based on the steering wheel angle, viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel. Adjustment module 503 is used to adjust the content displayed on the dashboard based on the obstructed area.

[0087] The aforementioned solution uses "driver head posture changes" as a trigger condition, closely aligning with the actual scenarios of different drivers' seating postures during driving and the same driver adjusting their head posture due to road conditions or habits. This ensures that display adjustments are synchronized with the driver's dynamic observation state from the outset, avoiding the potential for obstruction caused by changes in the display layout despite changes in observation position. Simultaneously, by integrating steering wheel angle, a pre-stored 3D model of the steering wheel, the relative positional relationship between the steering wheel and the instrument panel, and driver's viewpoint information, it achieves collaborative computation of multi-dimensional data. This overcomes the challenge of dynamic obstruction prediction caused by the diverse shapes of steering wheels, uncertain turning angles, and differences in driver seating postures. It can pinpoint the obstructed areas on the instrument panel that truly affect the driver's vision in real time, rather than relying on fixed parameters for coarse judgment. Based on this, targeted adjustments to the instrument panel display... The system ensures that critical driving information such as collision warnings, navigation guidance, and vehicle speed are always within unobstructed visibility. This eliminates the distraction drivers experience when trying to obtain obstructed information, such as during turns, by adjusting their head or shifting their gaze to obtain such information. It maximizes driver focus on the road ahead and significantly reduces safety risks caused by visual deviation. Furthermore, this solution breaks away from the traditional one-size-fits-all design of dashboards, allowing the displayed content and layout to be personalized to the driver's current line of sight and the vehicle's real-time status. Instead of requiring the driver to passively adapt to a fixed layout, the display system actively adapts to individual observation needs, significantly reducing the driver's visual adaptation costs. This greatly improves the accuracy, comfort, and driving safety of human-machine interaction, comprehensively meeting the core demands of modern automobiles for intelligent and personalized human-machine interaction.

[0088] In one specific embodiment, the second determining module 502 is further configured to: Based on the steering wheel angle, the three-dimensional model of the steering wheel, and the relative positional relationships, the line of sight extending from the observation position of the viewpoint information towards the driver's direction is determined. The portion of the space within the line of sight that is obscured by the 3D model is used as the obscuring component; Determine the projection of the obstructing component onto the plane of the instrument panel display area to obtain the obstructed area.

[0089] In one specific embodiment, the adjustment module 503 is further configured to: Determine the display information elements of the dashboard; The priority level of the displayed information is determined based on the information category to which it belongs. Sort the displayed information elements in descending order of priority; In order of sorting, display areas are allocated to each information element in the unobstructed area of ​​the dashboard to adjust the content displayed on the dashboard.

[0090] In one specific embodiment, the adjustment module 503 is further configured to: Based on the correspondence between information categories and priority levels, the priority level of the displayed information elements that match the information category is determined.

[0091] In one specific embodiment, the adjustment module 503 is further configured to: Identify the unobstructed pixels in the dashboard display area to form a continuous unobstructed area; Determine the element to be assigned according to the sorting order; Determine the display area in the unobstructed area that matches the position and size parameters of the element to be assigned. Assign the currently unassigned element to the display area to adjust the content displayed on the dashboard and update the unobstructed areas.

[0092] In one specific embodiment, the vehicle dashboard anti-obstruction display device 500 further includes a hidden module: The hidden module is used to terminate the allocation process when all elements to be allocated have been allocated, or when there is no area in the unobstructed area that meets the minimum display size among the elements to be allocated, and to perform progressive hiding of the unallocated low-priority elements.

[0093] In one specific embodiment, the first determining module 501 is further configured to: The driver's head posture parameters and eye parameters are obtained. The eye parameters are used to characterize the driver's eye movement state and physical position. Viewpoint information is determined based on head posture parameters and eye parameters.

[0094] In one specific embodiment, the first determining module 501 is further configured to: Using head posture parameters as a reference for viewpoint correction, the position information of the pupil center in the eye parameters is determined. The location information is determined as the viewpoint information.

[0095] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0096] This embodiment also provides an electronic device, including a memory, a processor, and a computer program stored in the memory. When the processor executes the computer program, it implements any of the above-mentioned optional vehicle dashboard anti-obstruction display methods, thus achieving the same effect as the above-described implementation method.

[0097] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0098] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0099] In the embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms.

[0100] In the description of this disclosure, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0101] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0102] The above are merely embodiments of this disclosure and are not intended to limit the scope of this disclosure. Various modifications and variations can be made to this disclosure by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of the claims of this disclosure.

Claims

1. A method for preventing obstruction of a vehicle dashboard display, characterized in that, The method includes: In response to a change in the driver's head posture, the driver's viewpoint information is determined, which is used to indicate the driver's observation position on the vehicle's dashboard. Based on the steering wheel angle, the viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel, the obstructed area on the instrument panel that is blocked by the steering wheel is determined. Adjust the content displayed on the dashboard based on the obstructed area.

2. The display method according to claim 1, characterized in that, The determination of the obstructed area on the instrument panel by the steering wheel, based on the steering wheel angle, the viewpoint information, the three-dimensional model of the steering wheel, and the relative positional relationship between the steering wheel and the instrument panel, includes: Based on the steering wheel angle, the three-dimensional model of the steering wheel, and the relative positional relationship, the line of sight extending from the observation position of the viewpoint information towards the driver's direction is determined; The portion of the space within the line of sight that is obscured by the three-dimensional model is taken as the obscuring component; The projection of the obstructing component onto the plane of the instrument panel display area is determined to obtain the obstructing area.

3. The display method according to claim 1, characterized in that, Adjusting the content displayed on the dashboard based on the obstructed area includes: Determine the display information elements of the instrument panel; Based on the information category to which the displayed information belongs, determine the priority level corresponding to the displayed information; The displayed information elements are sorted in descending order of priority. According to the sorting order, a display area is allocated to each of the display information elements in the unobstructed area of ​​the dashboard in order to adjust the content displayed on the dashboard.

4. The display method according to claim 3, characterized in that, The step of determining the priority level based on the information category to which the displayed information element belongs includes: Based on the correspondence between the information category and the priority level, the priority level of the display information element that matches the information category is determined.

5. The display method according to claim 3, characterized in that, The step of allocating display areas for each element in the unobstructed area of ​​the dashboard according to the sorting order, in order to adjust the content displayed on the dashboard, includes: Identify the unobstructed pixels in the dashboard display area to form a continuous unobstructed area; Determine the element to be assigned according to the sorting order; Determine the display area matching the position and size parameters of the currently assigned element from the unobstructed area; The currently unassigned element is assigned to the display area to adjust the content displayed on the dashboard and update the unobstructed area.

6. The display method according to claim 5, characterized in that, The method further includes: In response to the completion of allocation of all the elements to be allocated, or the absence of an area in the unobstructed region that meets the minimum display size among the elements to be allocated, the allocation is terminated, and the unallocated low-priority elements are progressively hidden.

7. The display method according to claim 1, characterized in that, The determination of the driver's viewpoint information for the vehicle includes: The driver's head posture parameters and eye parameters are obtained, and the eye parameters are used to characterize the driver's eye movement state and physical position. The viewpoint information is determined based on the head posture parameters and the eye parameters.

8. The display method according to claim 7, characterized in that, The step of determining the viewpoint information based on the head posture parameters and the eye parameters includes: Using the head posture parameters as a reference for viewpoint correction, the position information of the pupil center in the eye parameters is determined; Based on the location information, the viewpoint information is determined.

9. A vehicle, characterized in that, The vehicle implements a display method for preventing obstruction of the vehicle dashboard as described in any one of claims 1 to 8.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory, characterized in that, When the processor executes the computer program, it implements the vehicle dashboard anti-obstruction display method as described in any one of claims 1 to 8.

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