A vehicle-mounted screen control method and device, electronic equipment and vehicle

Abstract

Embodiments of the present application provide a kind of vehicle screen control method, device, electronic equipment and vehicle, the method includes: when vehicle is in driving state and vehicle screen is in open state, original data is acquired, original data includes driver posture data, vehicle state data, vehicle screen data and environmental data;Reflective light path between vehicle screen, vehicle window glass and driver field of view is constructed based on original data, and interference parameter set corresponding to reflection interference is determined based on reflective light path and original data;Reflection interference is caused by the reflection of the display content of vehicle screen to the driver field of view range by vehicle window glass;According to interference parameter set, the display brightness of vehicle screen is controlled.The present application can adapt to driver posture, vehicle state and environmental change, and differentially regulate and control the brightness of vehicle screen, inhibit the reflection of vehicle screen to form through vehicle window to driver interference, improve driving safety.

Description

Technical Field

[0001] This application relates to the field of cockpit safety technology, and in particular to a vehicle screen control method, device, electronic device, and vehicle. Background Technology

[0002] With the development of intelligent cockpit technology, in-vehicle display screens are evolving towards larger screens, integration, and multi-screen interaction. Among them, ultra-wide integrated screens and dual-screen designs that integrate the central control screen and the passenger screen have become the mainstream configurations for new energy passenger vehicles, significantly enhancing the technological feel of the cockpit while providing the front passenger with a wealth of audio-visual entertainment, navigation assistance, and other functions, greatly improving the cockpit riding experience.

[0003] However, due to the high brightness of in-vehicle screens, they can easily form clear mirror reflections (i.e., reflections) on the side window glass surface. These reflections can be projected into the driver's field of vision and overlap with the rearview mirror, the road environment in front, and the traffic conditions on the side, interfering with the driver's recognition and judgment of key targets such as lane lines, pedestrians, oncoming vehicles, and traffic signs. In severe cases, this may lead to driving errors and cause traffic accidents. Summary of the Invention

[0004] This application provides a vehicle screen control method, device, electronic device, and vehicle, aiming to solve the technical problem of how to reduce the interference of the reflection formed by the vehicle screen on the side window glass with the driver.

[0005] In a first aspect, embodiments of this application provide a method for controlling an in-vehicle screen, the method comprising: When the vehicle is in motion and the in-vehicle screen is on, raw data is acquired, including driver posture data, vehicle status data, in-vehicle screen data, and environmental data. Based on the original data, a reflected light path is constructed between the vehicle screen, the window glass, and the driver's field of vision. Based on the reflected light path and the original data, an interference parameter set corresponding to the reflection interference is determined. The reflection interference is caused by the reflection of the displayed content of the vehicle screen through the window glass and projected into the driver's field of vision. The display brightness of the vehicle screen is controlled according to the set of interference parameters.

[0006] Secondly, embodiments of this application also provide an in-vehicle screen control device, the device comprising: The first acquisition module is used to acquire raw data when the vehicle is in driving mode and the in-vehicle screen is on. The raw data includes driver posture data, vehicle status data, in-vehicle screen data and environmental data. The first determining module is used to construct the reflected light path between the vehicle screen, the window glass and the driver's field of vision based on the original data, and to determine the interference parameter set corresponding to the reflection interference based on the reflected light path and the original data; wherein, the reflection interference is caused by the reflection of the displayed content of the vehicle screen reflected by the window glass and projected into the driver's field of vision. The control module is used to control the display brightness of the vehicle screen according to the set of interference parameters.

[0007] Thirdly, embodiments of this application also provide an electronic device, including a processor and a memory; Memory, used to store computer programs; The processor is used to execute the program stored in the memory to implement the above-mentioned vehicle screen control method.

[0008] Fourthly, embodiments of this application also provide a vehicle, including the electronic equipment described above.

[0009] The embodiments of this application include at least the following technical effects: The technical solution of this application embodiment constructs a three-dimensional reflected light path through multi-source data acquisition to determine the interference parameter set of reflection interference. After completing the quantitative evaluation of reflection interference based on this parameter set, the brightness of the vehicle screen is differentially controlled. This application can adapt to changes in driver posture, vehicle status, and environment, and differentially control the brightness of the vehicle screen to suppress the interference of reflections formed by the vehicle screen through the window on the driver, thereby improving driving safety. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0011] Figure 1 This is a flowchart of an embodiment of the vehicle screen control method provided in this application; Figure 2 This is a structural diagram of the vehicle screen control device provided in the embodiments of this application; Figure 3 This is a structural diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0012] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0013] Integrated or dual-screen displays significantly enhance the technological feel of the cabin, while providing the front passenger with a wealth of audio-visual entertainment, navigation assistance, and other functions, greatly improving the passenger experience. However, ultra-large integrated and dual-screen displays pose significant driving safety hazards during use: due to the high brightness of in-vehicle screens, their displays can easily form clear mirror-like reflections (i.e., shadows) on the side window surfaces. These reflections can be projected into the driver's field of vision, overlapping with the rearview mirror, the road environment ahead, and traffic conditions to the side, interfering with the driver's recognition and judgment of key targets such as lane lines, pedestrians, oncoming vehicles, and traffic signs. In severe cases, this can lead to driving errors and traffic accidents.

[0014] In existing technologies, solutions for suppressing reflections on in-vehicle screens mainly fall into three categories, all of which have significant drawbacks and fail to meet the dual requirements of driving safety and passenger experience: (a) Static suppression scheme This solution attempts to reduce reflections in driving environments that are not adaptable to dynamic changes (such as day-night cycles, tunnel entrances and exits, direct sunlight, and rainy weather) by either fixing the brightness of the passenger-side screen or requiring the user to manually adjust the screen brightness. However, in bright light, the reflection suppression is insufficient and still interferes with the driver's field of vision. In low light, the suppression is excessive, resulting in excessively low screen brightness, which severely compromises the passenger's viewing experience. Furthermore, the manual adjustment is cumbersome, distracts the driver, and further increases driving risks.

[0015] (II) Ambient Light Adaptive Solution This solution automatically adjusts the global screen brightness based on the ambient light intensity collected by the vehicle's ambient light sensor, attempting to reduce reflection interference by matching the ambient light intensity. However, considering only the ambient light factor without establishing a complete reflection light path model of "screen light source - glass reflector - driver's eye point" makes it impossible to quantitatively assess the actual interference level of reflections within the driver's field of vision (such as reflection position, brightness, contrast, and overlap with road conditions). This can easily lead to problems such as adjustment lag and misadjustment, and it cannot accurately eliminate reflection interference within key areas of vision.

[0016] (III) Physical privacy protection solutions This solution involves attaching a privacy film to the screen surface to suppress reflections by reducing the intensity of light reflected from the screen. This increases the overall vehicle hardware cost; the privacy film also reduces screen brightness and narrows the effective viewing angle, affecting the normal viewing experience for the front passenger; furthermore, this solution is a passive, fixed suppression method, unable to dynamically adjust the suppression intensity based on driving scenarios and the level of reflection risk, resulting in poor flexibility.

[0017] The three existing solutions mentioned above each have the drawbacks of being unadjustable, inaccurately adjustable, and unchangeable. None of them can dynamically and accurately resolve the core contradiction of the passenger screen's reflection interfering with the driver's driving vision without sacrificing the passenger's experience.

[0018] This application provides a vehicle screen control method, comprising: acquiring raw data when the vehicle is in motion and the vehicle screen is on, the raw data including driver posture data, vehicle status data, vehicle screen data, and environmental data; constructing a reflected light path between the vehicle screen, the window glass, and the driver's field of vision based on the raw data, and determining an interference parameter set corresponding to reflection interference based on the reflected light path and the raw data; wherein the reflection interference is caused by the reflection of the displayed content of the vehicle screen through the window glass and projected into the driver's field of vision; and controlling the display brightness of the vehicle screen according to the interference parameter set. This application can suppress the interference of the reflection of the vehicle screen through the window to the driver, thereby improving driving safety.

[0019] This application provides a method for controlling an in-vehicle screen. Please refer to [link / reference]. Figure 1 This includes the following steps: S110: When the vehicle is in motion and the in-vehicle screen is on, acquire raw data, including driver posture data, vehicle status data, in-vehicle screen data, and environmental data.

[0020] The vehicle screen control method provided in this application is applicable to vehicles equipped with an ultra-wide integrated screen or a dual screen for the center console and passenger side. It can collect multi-dimensional raw data through vehicle sensors, construct a three-dimensional reflection light path model, determine interference parameters that can characterize the degree of interference of reflections on the driver's vision, assess the risk level of reflections, and then control the brightness of the vehicle screen to reduce the degree of interference, thereby achieving a dynamic balance between ensuring driving safety and cabin entertainment experience.

[0021] Specifically, data acquisition can be triggered when the vehicle is in motion and the in-vehicle screen is on, or when the vehicle is powered on and the cockpit system is activated, thus obtaining raw data. Data acquisition is not triggered when the vehicle is stationary or the screen is off. The raw data includes: driver posture data, vehicle status data, in-vehicle screen data, and environmental data. The raw data acquisition frequency is no less than 10Hz to ensure data real-time performance and avoid judgment errors due to data lag.

[0022] The driver posture data is used to locate the real-time spatial positions of the driver's eyes, head, and seat, construct the reflected light path, and determine whether the reflection enters the driver's field of vision. This data is collected by the driver monitoring system, seat position sensor, and steering wheel position sensor. Specifically, it includes the driver's eye coordinates (the three-dimensional coordinates of the left and right eye points), with an accuracy controlled within ±1 cm to ensure the accuracy of the light path construction; head posture, such as pitch and yaw angles, corresponding to the driver's head movements such as looking down, looking up, and turning left and right; the fore-and-aft and height adjustment positions of the driver's seat collected by the seat position sensor; and the steering wheel adjustment angle collected by the steering wheel position sensor. During normal driving, the driver's posture is standard, with eye positions and head angles within the normal range. When the driver leans forward to observe the road conditions ahead, adjusts the seat position, or turns their head to observe oncoming traffic, the posture data changes accordingly.

[0023] Vehicle status data is used to determine the vehicle's current driving condition. The safety risk level posed by reversals varies depending on the driving condition. This data is primarily collected through an inertial measurement unit (IMU), vehicle speed sensor, steering angle sensor, and gear position sensor. Specifically, it includes vehicle attitude parameters such as pitch and roll angles, real-time vehicle speed, steering status (straight, left, right turns), and gear position (forward, reverse, neutral). Reversing is considered a high-risk condition and adds an extra risk weight to the reversing interference. When the vehicle is traveling at low speeds (below 30 km / h) on urban roads, driver attention is less strained, and the impact of reversing interference is limited. However, when the vehicle is traveling at high speeds, making sharp turns, or reversing into a parking space, the driver needs to concentrate highly on observing the surrounding environment, and even slight reversing can pose a significant safety risk.

[0024] In-vehicle screen data comprises the screen's hardware attributes and real-time display status, determining the fundamental parameters of the reflected light source and used to calculate the brightness and range of reflections. Specifically, this includes the screen's hardware size, brightness adjustment range, type of content displayed in real-time, as well as the screen's real-time brightness, and the coordinates and area ratio of the highlighted areas. In a dual-screen in-vehicle setup, there is a central control screen and a passenger-side screen; the passenger-side screen is the primary light source area for generating reflections.

[0025] Environmental data is used to calculate the brightness contrast between the reflection and the external environment, and can be collected through ambient light sensors and rain sensors. Specifically, this includes ambient light intensity and rainfall level. For example, four rainfall levels can be set: no rain, light rain, moderate rain, and heavy rain. Different rainfall levels correspond to different threshold ranges for the rain sensor signal: 0 mm / h for no rain, 0-5 mm / h for light rain, 5-20 mm / h for moderate rain, and >20 mm / h for heavy rain. The transmittance and reflectivity of car window glass change in rainy weather, and the reflection image effect also changes accordingly. During the day, in strong outdoor light conditions, the high ambient light makes the screen reflection difficult to see with the human eye, resulting in minimal interference. At night, in underground parking garages, and tunnels, where the ambient light is extremely dim, the screen reflection becomes particularly glaring, significantly increasing visual interference. Rainwater on car windows alters the glass's reflective properties, distorting the reflection outline and affecting the driver's visibility.

[0026] S120: Based on the original data, construct the reflected light path between the vehicle screen, the window glass and the driver's field of vision, and determine the interference parameter set corresponding to the reflection interference based on the reflected light path and the original data; wherein, the reflection interference is caused by the reflection of the displayed content of the vehicle screen reflected by the window glass and projected into the driver's field of vision.

[0027] Based on the collected raw data and combined with the principle of geometric optics reflection, a three-dimensional spatial reflection light path model of the vehicle screen, the reflective surface of the vehicle window glass, and the driver's field of vision is constructed. The reflection characteristics formed by the screen light after reflection by the glass are calculated, and a quantified set of interference parameters is obtained.

[0028] First, based on vehicle status data and the factory-preset fixed hardware parameters such as tilt angle, refractive index, and reflectivity of the windshield and side windows, the coordinate position of the glass in three-dimensional space is corrected in real time. The amplitude of vehicle posture fluctuations is determined; when the pitch and roll angles fluctuate by no more than 1° per second, the vehicle is considered stable, avoiding deviations in the optical path model calculations. Based on the updated glass reflective surface coordinates, combined with the position data of the in-vehicle screen and driver posture data, a three-dimensional reflected optical path is constructed. Simultaneously, an eye ellipsoid model is constructed based on the driver's eye positions to simulate the driver's actual binocular field of vision, calculating the coordinates of the reflected virtual image projected into the driver's field of vision after the screen light is reflected. Finally, based on the reflected virtual image coordinates, environmental data, and vehicle status data, multiple interference indicators are quantified to obtain an interference parameter set. The interference parameter set may include the area ratio of the virtual image within the driver's key field of vision, the brightness contrast between the virtual image and ambient light, the continuous duration of the reflection, and driving parameters.

[0029] S130: Control the display brightness of the vehicle screen according to the interference parameter set.

[0030] In this embodiment, scoring rules and weighting coefficients are pre-set for each interference parameter. Based on the determined set of interference parameters, the interference risk score generated by the current reflection can be determined. Furthermore, according to different risk scores, corresponding brightness reduction ratios, adjustment ranges, and adjustment methods are matched to control the display brightness of the vehicle screen, thereby achieving reflection suppression.

[0031] The above-described implementation scheme of this application constructs a three-dimensional reflected light path through multi-source data acquisition to determine the interference parameter set of reflection interference. After completing a quantitative assessment of reflection interference based on this parameter set, the brightness of the vehicle screen is controlled. This application can adaptively adjust the brightness of the vehicle screen according to changes in driver posture, vehicle status, and environment, suppressing the interference of reflections formed by the vehicle screen through the window on the driver and improving driving safety.

[0032] In an optional embodiment of this application, a reflected light path is constructed between the vehicle screen, the window glass, and the driver's field of vision based on the original data, and an interference parameter set corresponding to the reflection interference is determined based on the reflected light path and the original data, including: Update the spatial coordinates of the reflective surface based on the vehicle status data and the hardware parameters corresponding to the window glass. The reflected light path is constructed based on the spatial coordinates of the reflective surface, the vehicle screen data, and the driver posture data, and the reflected virtual image information of the light from the vehicle screen projected into the driver's field of vision is calculated based on the reflected light path. Based on the reflected virtual image information, the environmental data, and the vehicle status data, the percentage of the field of view covered by the virtual image, the brightness contrast between the virtual image and the environment, and the duration of the virtual image are calculated to obtain the interference parameter set.

[0033] Considering that the vehicle's posture changes during driving, the spatial position of the window glass, as a carrier of light reflection, changes with the vehicle's driving posture, directly affecting the light path and the position of the reflection. This application's embodiment updates the spatial coordinates of the reflective surface based on vehicle status data and the corresponding hardware parameters of the window glass. The hardware parameters of the window glass (including its tilt angle, refractive index, reflectivity, and other optical and structural properties) are fixed at the factory and do not change with driving conditions. However, the pitch and roll changes that occur during vehicle movement alter the placement and angle of the glass in the vehicle's three-dimensional space; therefore, it is necessary to dynamically update the spatial coordinates of this reflective surface based on real-time vehicle status data.

[0034] Specifically, by detecting the fluctuation range of vehicle attitude, the current coordinates of the reflector are used when the vehicle attitude is stable. When the vehicle goes uphill or downhill, crosses speed bumps, or drives on bumpy roads, the vehicle body exhibits significant pitch movement, and the window tilt angle changes accordingly. The spatial coordinates of the reflector are updated synchronously to ensure that the position of the reflector carrier perfectly matches the actual driving conditions, thus eliminating modeling errors caused by changes in vehicle attitude.

[0035] Furthermore, a reflected light path is constructed based on the spatial coordinates of the reflective surface, the vehicle screen data, and the driver's posture data, and the reflected virtual image information is calculated. After completing the coordinate calibration of the reflective surface, a three-dimensional reflected light path is constructed. The vehicle screen is the starting point of the light; the updated reflective surface coordinates represent the reflection position and angle of the light; the driver's posture data includes information such as the three-dimensional coordinates of both eyes, head posture, and seating position, representing the driver's actual visual range. By simulating the entire process of light emanating from the vehicle screen, projecting onto the reflective surface of the vehicle window, and then being reflected and propagating to the driver's field of vision, the specific position of the reflected virtual image is calculated.

[0036] Finally, based on the reflected virtual image information, environmental data, and vehicle status data, multiple indicators are calculated to obtain a set of interference parameters. Based on the acquired reflected virtual image information, the interference level of the reflection is quantified in multiple dimensions to obtain the interference parameter set. The interference parameters include at least the proportion of the virtual image covering the field of view, the brightness contrast between the virtual image and the environment, and the duration of the virtual image, reflecting the degree of impact of the reflection on driving from different dimensions.

[0037] Specifically, the first step is to calculate the percentage of the field of view covered by the virtual image. Then, combining the position of the virtual image with the driver's key field of view, the percentage of the area obscured by the reflection from key observation areas such as lane lines, pedestrians, traffic signs, and oncoming vehicles is calculated. For example, if the reflection extensively covers the road ahead while the vehicle is driving normally, this percentage will be higher, indicating a wider range of interference; if the reflection only appears in the corners of the field of view, the percentage will be lower and will not significantly affect the driver's observation.

[0038] Next, the brightness contrast between the virtual image and the environment is calculated. This ratio is derived by combining the ambient light intensity data collected by an ambient light sensor with the brightness of the reflection itself. In low-light environments such as at night, tunnels, and underground parking garages, the reflection on the screen is particularly noticeable, significantly increasing the brightness contrast. In bright daylight, external light weakens the visual effect of the reflection, thus reducing the contrast. Rainy weather also alters the optical characteristics of car windows, indirectly affecting the brightness and contrast of the reflection.

[0039] Finally, the duration of the phantom image is calculated. This filters out brief phantom images caused by vehicle bumps or the driver's momentary head turns, and only the duration of a stable phantom image is counted. If the phantom image flashes by intermittently, it is not included in the valid duration; if the driver's posture and the vehicle's condition remain stable for a long time, the phantom image will persist, and the duration index will increase accordingly.

[0040] The above-described implementation scheme of this application dynamically updates the spatial coordinates of the reflective surface by vehicle status and constructs the reflected light path to obtain the reflected virtual image information. Then, based on the environment and vehicle status, multiple interference indicators are calculated to obtain the interference parameter set. This application quantifies the interference characteristics of the reflection in terms of field of view coverage, brightness contrast, and duration by restoring the real light propagation path, providing a basis for subsequent risk assessment and screen control.

[0041] In an optional embodiment of this application, after controlling the display brightness of the vehicle screen according to the interference parameter set, the method further includes: Monitor the raw data; When the fluctuation of at least one data item in the original data exceeds a preset threshold, the set of interference parameters is re-determined based on the changed original data. The display brightness of the vehicle screen is controlled based on the newly determined set of interference parameters.

[0042] Because vehicle movement, driver actions, and the external environment are all in a state of dynamic change, various raw data will change accordingly, leading to synchronous changes in the reflected light path and reflection interference characteristics. This embodiment of the application, after completing screen brightness adjustment and achieving reflection suppression, continuously monitors the collected raw data in real time. The monitoring frequency is consistent with the multi-source data acquisition frequency, capturing data changes in real time.

[0043] This application's embodiments pre-set a fluctuation judgment threshold. If the change in any type of raw data exceeds the preset threshold, it indicates that the current driving scenario, optical environment, and driver status have changed, and the original reflection optical path model and interference parameter set no longer conform to the current scenario. For example, a fluctuation of ≥10% in any parameter, such as an ambient light intensity changing from 500 lux to 550 lux, or a driver's eye-point coordinate shift ≥1 cm, will trigger a series of processes based on the changed raw data, including updating the reflective surface spatial coordinates, reconstructing the reflection optical path, and calculating the reflection virtual image information. Combined with the new environment and vehicle status, interference parameters such as field-of-view coverage, brightness contrast, and virtual image duration will be redefined.

[0044] For example, when a vehicle emerges from a dark tunnel, the ambient light intensity changes drastically, causing data fluctuations to exceed the threshold and requiring updates to the interference parameters; similarly, when the driver turns their head significantly to observe the road conditions to the side, the change in field of vision will trigger a recalculation of the parameter set.

[0045] After obtaining the redefined set of interference parameters, the reflection risk level is reassessed, and then the corresponding differentiated control rules are matched to adjust the brightness of the vehicle screen again.

[0046] In addition, the adjustment range can be adapted to the change in risk level. For example, if the risk level increases from low to medium, the adjustment should be made according to the medium-risk parameters. If the reflection risk level remains unchanged for 3 consecutive seconds and the fluctuation of the original data is less than 5%, the brightness adjustment can be stopped, and the current suppression state can be maintained.

[0047] The above-described implementation scheme of this application continuously monitors the original data. When the data fluctuates significantly, it recalculates and generates a set of interference parameters and readjusts the screen brightness, forming a complete closed-loop control mechanism. It tracks the dynamic changes of the vehicle scene, personnel posture and external environment in real time, ensuring that the reflection evaluation and brightness strategy always adapt to the real-time working conditions, continuously guaranteeing the reflection suppression effect, and improving environmental adaptability and operational stability.

[0048] In an optional embodiment of this application, controlling the display brightness of the vehicle screen according to the interference parameter set includes: The reflection risk level is determined based on the set of interference parameters. The display brightness of the vehicle screen is controlled according to the reflection risk level.

[0049] The interference parameter set includes multiple indicators that reflect the strength of interference, such as reflection field coverage, brightness contrast, duration, and driving parameters. This application's embodiment employs a multi-factor weighted evaluation method, assigning a corresponding evaluation weight to each interference parameter, calculating individual risk scores based on parameter values, and then integrating all scores to obtain a comprehensive score. Different gradients of reflection risk levels are then determined according to a preset scoring range.

[0050] After determining the reflection risk level, different screen brightness adjustment strategies are adopted according to different reflection risk levels.

[0051] The above-mentioned implementation scheme of this application determines the reflection risk level by using a set of interference parameters, and then implements differentiated screen brightness control based on different reflection risk levels, adjusting the suppression strength as needed. In high-risk scenarios, it effectively reduces reflection interference and ensures driving safety, while in low-risk scenarios, it preserves the screen display effect to the greatest extent, balancing safety protection and cabin user experience.

[0052] In an optional embodiment of this application, determining the reflection risk level based on the interference parameter set includes: For each interference parameter in the set of interference parameters, a risk score corresponding to the interference parameter is determined based on the interference parameter and the scoring weight corresponding to the interference parameter. The total reflection risk score is determined based on the risk score corresponding to each interference parameter in the interference parameter set. Based on the correspondence between the reflection risk level and the total reflection risk score, the reflection risk level corresponding to the total reflection risk score is determined.

[0053] The interference parameter set includes multiple parameters that can characterize the degree of interference, such as virtual image field coverage, brightness contrast, vehicle driving status, and reflection duration. Different parameters have significantly different impacts on driving safety. In this application embodiment, a scoring weight is pre-configured for each parameter to distinguish the importance of each indicator.

[0054] Among these factors, the coverage of the reflection within the driver's critical field of vision directly impacts road observation and has the highest weighting. The brightness contrast between the reflection and the environment determines the intensity of visual stimulation and has the next highest weighting. The vehicle's driving status represents the current level of driving risk, while the duration of the reflection reflects the persistence of interference; both are also assigned corresponding weights. The weighting is aligned with practical driving safety logic; the more directly a parameter affects the driver's observation and judgment, the higher its weight and the greater its role in the overall evaluation.

[0055] Specifically, for each interference parameter in the set of interference parameters, a risk score is determined based on the interference parameter and its corresponding scoring weight. After calculating the individual risk scores for all interference parameters, all individual scores are integrated to obtain the total reflection risk score. The total reflection risk score integrates interference information from all dimensions, including field of view obstruction, visual brightness, driving conditions, and interference duration, and is a comprehensive reflection of the overall interference level of the current reflection.

[0056] This application embodiment also pre-sets risk level classification rules, establishes the correspondence between the total reflection risk score and different risk levels, and classifies the reflection risk level into four gradients: no risk, low risk, medium risk, and high risk according to the range in which the total reflection risk score is located. Different levels correspond to different degrees of interference hazards and safety risks.

[0057] Among them, the lower the total reflection risk score, the weaker the overall interference of the reflection, and the lower the corresponding risk level; the higher the total reflection risk score, the greater the threat after the superposition of multi-dimensional interference, and the higher the corresponding risk level.

[0058] For example, each interference parameter in the interference parameter set corresponds to a risk scoring factor. The area ratio within the driver's key field of vision corresponds to the field of vision coverage factor, the brightness contrast between the virtual image and ambient light corresponds to the brightness contrast factor, the continuous duration of the reflection corresponds to the duration factor, and the driving parameters correspond to the driving state factor. Each risk scoring factor corresponds to a scoring weight; for example, the weight of the field of vision coverage factor is 40%, the weight of the brightness contrast factor is 30%, the weight of the duration factor is 20%, and the weight of the driving state factor is 10%.

[0059] Calculate the risk score for each risk factor. For the field of view coverage factor, the parameter value is the percentage of the key field of view covered by the reflection. The higher the coverage percentage, the higher the score; score = coverage percentage × 40 (coverage percentage range 0~100%, corresponding to a score of 0~40). For the brightness contrast factor, the parameter value is the contrast between the virtual image brightness and the ambient light intensity. The higher the contrast, the higher the score; score = contrast ratio × 30 (contrast ratio range 0~5, corresponding to a score of 0~30). For the driving state factor, the parameter value is driving speed. The higher the vehicle speed and the more likely the vehicle is to be turning / reversing, the higher the risk score; the scoring criteria are as follows: vehicle speed 0~30km / h (5 points), 31~60km / h (10 points), 61~100km / h (15 points), >100km / h (20 points); an additional 5 points can be added for turning / reversing (maximum 20 points). For the duration factor, the parameter value is the duration of the reflection. The longer the reflection exists, the higher the score. The score = duration (s) × 2 (the duration ranges from 0 to 5 seconds, corresponding to a score of 0 to 10; anything over 5 seconds is calculated as 5 seconds to avoid overweighting).

[0060] The total risk score is obtained by adding the scores of the above risk factors. For example, the risk of reflections can be divided into four levels: No risk (0-20 points), the reflection does not cover the key field of vision, the contrast is low, and there is no interference with driving; Low risk (21-40 points), the reflection slightly covers the edge of the key field of vision, the contrast is low, and there is minimal interference with driving; Medium risk (41-70 points), the reflection partially covers the key field of vision, the contrast is moderate, and it may cause slight interference with driving judgment; High risk (71-100 points), the reflection largely covers the key field of vision, the contrast is high, it seriously interferes with driving judgment, and there is a safety hazard.

[0061] The above-described implementation scheme of this application calculates individual risk scores based on the set of interference parameters and corresponding scoring weights, and then matches the corresponding reflection risk level after summarizing the total risk score. This application can distinguish the degree of influence of different interference parameters through weighted scoring, ensuring that the risk assessment is objective and comprehensive. The integrated calculation of multi-dimensional indicators can reduce the error caused by one-sided judgment. By dividing the risk levels into gradients, it provides a basis for subsequent differentiated brightness control.

[0062] In an optional embodiment of this application, the display brightness of the vehicle screen is controlled according to the reflection risk level, including: Based on the correspondence between the reflection risk level and the brightness reduction ratio, determine the brightness reduction ratio corresponding to the reflection risk level; The target brightness is determined based on the current brightness of the vehicle screen and the brightness reduction ratio. Control the display brightness of the vehicle screen to reduce it to the target brightness.

[0063] This application's embodiment differs from the traditional method of reducing screen brightness by a fixed amount. It converts the quantified risk level into a brightness adjustment command, effectively reducing screen glare and suppressing reflection interference. At the same time, it determines the adjustment level according to the risk level, balancing driving safety and the display experience of the in-vehicle screen.

[0064] Specifically, the embodiments of this application pre-set the corresponding rules for reflection risk level and brightness reduction ratio. Different reflection risk levels are matched with different brightness reduction ratios. The higher the risk level, the greater the safety hazard brought by the reflection, and the greater the corresponding brightness reduction ratio.

[0065] After determining the brightness reduction ratio, the real-time brightness of the in-vehicle screen is obtained to determine the target brightness to be achieved. The current screen brightness serves as the baseline value for adjustment, ensuring that the adjustment result closely matches the actual display state of the screen and avoiding over- or under-adjustment.

[0066] Furthermore, the display brightness of the vehicle screen is smoothly adjusted to the calculated target brightness.

[0067] For example, in the absence of risk, the passenger-side screen maintains its original display parameters (brightness) without any suppression operation, ensuring the passenger has the best viewing experience. In the low-risk situation, only the brightness of the corresponding screen area producing the reflection is locally adjusted, reducing the brightness of that area by 20%-30% of the original brightness, without affecting the normal display of other areas of the passenger-side screen, balancing suppression effect and viewing experience. In the medium-risk situation, the bright areas of the passenger-side screen are dynamically compressed, reducing the brightness of the bright areas by 40%-60%, for example, the original brightness of the bright areas is 1000 nits, and after adjustment it is 400-60 nits. 0 nits: Preserves the basic display effect of audio-visual content, avoiding excessive suppression that could affect the passenger's experience. In high-risk situations, the passenger screen is forced into a safe display mode, specifically: reducing screen brightness to the minimum, not exceeding 10% of the original brightness (e.g., from 1000 nits to ≤100 nits), or turning off the screen altogether. This can be selected according to user settings; the default priority is: minimum brightness > screen off. Simultaneously, it activates the in-vehicle voice system, issuing a gentle prompt, such as "Current reversing risk is high; passenger screen display mode has been adjusted," to remind the driver and passenger to ensure driving safety. The prompt volume can be set to 30-50dB, gentle and not interfering with driving. The central control screen parameters remain displayed normally by default, unaffected by the passenger screen.

[0068] The above-mentioned implementation scheme of this application matches the corresponding brightness reduction ratio according to the reflection risk level, calculates the target brightness in combination with the current brightness of the screen, and completes the brightness adjustment, forming a quantitative and graded control mode to avoid the problem of insufficient or excessive adjustment, reduce the reflection interference formed by the vehicle screen, and at the same time reasonably preserve the screen display effect, taking into account both driving safety and cabin user experience.

[0069] In an optional embodiment of this application, the vehicle-mounted screen includes a driver's screen and a passenger's screen, and controlling the display brightness of the vehicle-mounted screen includes: The display brightness of the passenger-side screen is controlled.

[0070] Considering that the driver's screen is located in front of the driver, its light propagation direction is mainly towards the front area of ​​the vehicle, making it difficult for it to enter the driver's critical field of vision for observing the road and rearview mirrors after reflection through the side windows and front windows, thus virtually eliminating the possibility of reflections that could affect driving safety. However, the passenger-side screen is located on the right side of the vehicle, and the light emitted from it is easily projected onto the side window glass. After reflection, it forms a reflection that directly falls into the driver's field of vision for observing the side lanes, exterior rearview mirrors, and roadside traffic signs, making it the main source of reflection interference. In this embodiment, when controlling display brightness, the brightness of the passenger-side screen is adjusted, while the parameters of the driver's screen remain unchanged.

[0071] The above-mentioned implementation scheme of this application only controls the brightness of the passenger screen, which is the main source of interference. This reduces the interference of reflections formed by the window, avoids unnecessary adjustments to non-interference screens, preserves the overall user experience of the in-vehicle screen, and achieves a balance between safety protection and cabin functionality.

[0072] The above describes the vehicle screen control method provided by the embodiments of this application. The vehicle screen control device provided by the embodiments of this application will be described below with reference to the accompanying drawings.

[0073] This application also provides an in-vehicle screen control device. Please refer to [link / reference]. Figure 2 The vehicle screen control device 20 includes: The acquisition module 210 is used to acquire raw data when the vehicle is in driving mode and the in-vehicle screen is on. The raw data includes driver posture data, vehicle status data, in-vehicle screen data and environmental data. The first determining module 220 is used to construct a reflected light path between the vehicle screen, the window glass and the driver's field of vision based on the original data, and to determine the set of interference parameters corresponding to the reflection interference based on the reflected light path and the original data; wherein, the reflection interference is caused by the reflection of the display content of the vehicle screen reflected by the window glass and projected into the driver's field of vision. The first control module 230 is used to control the display brightness of the vehicle screen according to the interference parameter set.

[0074] Optionally, the determination module includes: The update submodule is used to update the spatial coordinates of the reflective surface based on the vehicle status data and the hardware parameters corresponding to the window glass. The calculation submodule is used to construct the reflected light path based on the spatial coordinates of the reflective surface, the vehicle screen data, and the driver posture data, and to calculate the reflected virtual image information of the light from the vehicle screen projected into the driver's field of vision based on the reflected light path. The first determining submodule is used to calculate the proportion of the virtual image covering the field of view, the brightness contrast between the virtual image and the environment, and the duration of the virtual image based on the reflected virtual image information, the environmental data, and the vehicle status data, so as to obtain the interference parameter set.

[0075] Optionally, after controlling the display brightness of the vehicle screen according to the interference parameter set, the device further includes: A monitoring module is used to monitor the raw data; The second determining module is used to redetermine the set of interference parameters based on the changed original data when the fluctuation of at least one data in the original data exceeds a preset threshold. The second control module is used to control the display brightness of the vehicle screen based on the redefined set of interference parameters.

[0076] Optionally, the control module includes: The second determining submodule is used to determine the reflection risk level based on the interference parameter set; The control submodule is used to control the display brightness of the vehicle screen according to the reflection risk level.

[0077] Optionally, the second determining submodule includes: The first determining unit is used to determine the risk score corresponding to each interference parameter in the interference parameter set, based on the interference parameter and the scoring weight corresponding to the interference parameter. The second determining unit is used to determine the total reflection risk score based on the risk scores corresponding to each interference parameter in the interference parameter set. The third determining unit is used to determine the reflection risk level corresponding to the total reflection risk score based on the correspondence between the reflection risk level and the total reflection risk score.

[0078] Optionally, the control submodule includes: The fourth determining unit is used to determine the brightness reduction ratio corresponding to the reflection risk level based on the correspondence between the reflection risk level and the brightness reduction ratio. The fifth determining unit is used to determine the target brightness based on the current brightness of the vehicle screen and the brightness reduction ratio. The control unit is used to control the display brightness of the vehicle screen to decrease to the target brightness.

[0079] Optionally, the in-vehicle screen includes a driver's screen and a passenger's screen, and the control module is further used to control the display brightness of the passenger's screen.

[0080] This application also provides an electronic device, please refer to... Figure 3 The electronic device 30 includes a processor 310 and a memory 320. The memory 310 is used to store computer programs, and the processor 320 is used to execute the programs stored in the memory 310 to implement the vehicle screen control method described in any embodiment of this application.

[0081] This application also provides a vehicle that includes the aforementioned electronic equipment.

[0082] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle screen control method described in any embodiment of this application.

[0083] In this application, "multiple" refers to two or more.

[0084] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0085] The terms “first,” “second,” “third,” “fourth,” etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0086] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0087] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0088] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling an in-vehicle screen, characterized in that, The method includes: When the vehicle is in motion and the in-vehicle screen is on, raw data is acquired, including driver posture data, vehicle status data, in-vehicle screen data, and environmental data. Based on the original data, a reflected light path is constructed between the vehicle screen, the window glass, and the driver's field of vision. Based on the reflected light path and the original data, an interference parameter set corresponding to the reflection interference is determined. The reflection interference is caused by the reflection of the displayed content of the vehicle screen through the window glass and projected into the driver's field of vision. The display brightness of the vehicle screen is controlled according to the set of interference parameters.

2. The vehicle screen control method according to claim 1, characterized in that, Based on the original data, a reflected light path is constructed between the vehicle screen, the window glass, and the driver's field of vision. Based on the reflected light path and the original data, a set of interference parameters corresponding to the reflection interference is determined, including: Update the spatial coordinates of the reflective surface based on the vehicle status data and the hardware parameters corresponding to the window glass. The reflected light path is constructed based on the spatial coordinates of the reflective surface, the vehicle screen data, and the driver posture data, and the reflected virtual image information of the light from the vehicle screen projected into the driver's field of vision is calculated based on the reflected light path. Based on the reflected virtual image information, the environmental data, and the vehicle status data, the percentage of the field of view covered by the virtual image, the brightness contrast between the virtual image and the environment, and the duration of the virtual image are calculated to obtain the interference parameter set.

3. The vehicle screen control method according to claim 1, characterized in that, After controlling the display brightness of the vehicle screen according to the interference parameter set, the method further includes: Monitor the raw data; When the fluctuation of at least one data item in the original data exceeds a preset threshold, the set of interference parameters is re-determined based on the changed original data. The display brightness of the vehicle screen is controlled based on the newly determined set of interference parameters.

4. The vehicle screen control method according to claim 1, characterized in that, Based on the interference parameter set, the display brightness of the vehicle screen is controlled, including: The reflection risk level is determined based on the set of interference parameters. The display brightness of the vehicle screen is controlled according to the reflection risk level.

5. The vehicle screen control method according to claim 4, characterized in that, Based on the set of interference parameters, the reflection risk level is determined, including: For each interference parameter in the set of interference parameters, a risk score corresponding to the interference parameter is determined based on the interference parameter and the scoring weight corresponding to the interference parameter. The total reflection risk score is determined based on the risk score corresponding to each interference parameter in the interference parameter set. Based on the correspondence between the reflection risk level and the total reflection risk score, the reflection risk level corresponding to the total reflection risk score is determined.

6. The vehicle screen control method according to claim 4, characterized in that, Based on the reflection risk level, the display brightness of the vehicle screen is controlled, including: Based on the correspondence between the reflection risk level and the brightness reduction ratio, determine the brightness reduction ratio corresponding to the reflection risk level; The target brightness is determined based on the current brightness of the vehicle screen and the brightness reduction ratio. Control the display brightness of the vehicle screen to reduce it to the target brightness.

7. The vehicle screen control method according to any one of claims 1 to 6, characterized in that, The in-vehicle screen includes a driver's screen and a passenger's screen. Controlling the display brightness of the in-vehicle screen includes: The display brightness of the passenger-side screen is controlled.

8. A vehicle-mounted screen control device, characterized in that, include: The acquisition module is used to acquire raw data when the vehicle is in driving mode and the in-vehicle screen is on. The raw data includes driver posture data, vehicle status data, in-vehicle screen data, and environmental data. The first determining module is used to construct the reflected light path between the vehicle screen, the window glass and the driver's field of vision based on the original data, and to determine the interference parameter set corresponding to the reflection interference based on the reflected light path and the original data; wherein, the reflection interference is caused by the reflection of the displayed content of the vehicle screen reflected by the window glass and projected into the driver's field of vision. The first control module is used to control the display brightness of the vehicle screen according to the interference parameter set.

9. An electronic device, characterized in that, Including processor and memory; Memory, used to store computer programs; A processor is used to execute a program stored in a memory to implement the vehicle screen control method according to any one of claims 1-7.

10. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 9.

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