CN113470411A

CN113470411A - Vehicle navigation method, device, electronic equipment and computer readable storage medium

Info

Publication number: CN113470411A
Application number: CN202110736578.3A
Authority: CN
Inventors: 杨家田
Original assignee: Tencent Technology Shenzhen Co Ltd
Current assignee: Tencent Technology Shenzhen Co Ltd
Priority date: 2021-06-30
Filing date: 2021-06-30
Publication date: 2021-10-01
Anticipated expiration: 2041-06-30
Also published as: CN113470411B

Abstract

The application provides a vehicle navigation method, a vehicle navigation device, electronic equipment and a computer readable storage medium, which are applied to a vehicle-mounted scene; the method comprises the following steps: displaying a plurality of lanes in a road and a real-time location of a vehicle in a first lane of the road; displaying a navigation route switched from a first lane to a second lane in front of a vehicle, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is the advancing direction of the navigation route; in response to the vehicle missing a lane change location to switch from the first lane to the second lane, an accompanying route is displayed, wherein the accompanying route starts at a real-time location of the vehicle and ends at an end of the navigation route. By the method and the device, the overall running time of the vehicle and the time cost of a user can be reduced, and meanwhile, the waste of computing resources is avoided.

Description

Vehicle navigation method, device, electronic equipment and computer readable storage medium

Technical Field

The present application relates to vehicle networking technologies, and in particular, to a vehicle navigation method, an apparatus, an electronic device, and a computer-readable storage medium.

Background

With the rapid development of computer technology and communication technology, vehicle navigation has been widely used in daily travel of people, and generally speaking, vehicle navigation mainly refers to calculating a navigation route according to a starting point and an end point set by a user and guiding the user to drive a vehicle to the end point according to the navigation route.

During the navigation process of the vehicle, the vehicle may deviate from the navigation route due to various factors (such as a user driving a wrong way, a lane is being driven and the vehicle cannot pass), and the like. In the solutions provided in the related art, it is common for the user to directly exit the navigation route and to reset the start point and the end point for re-navigation. However, this solution may result in an increase in the overall running time of the vehicle and the time cost of the user, and may also easily result in a waste of computing resources used by the electronic device for navigation.

Disclosure of Invention

The embodiment of the application provides a vehicle navigation method, a vehicle navigation device, an electronic device and a computer readable storage medium, which can effectively remind a user when a vehicle possibly deviates from a navigation route, so that the overall running time of the vehicle and the time cost of the user are reduced, and meanwhile, the waste of computing resources is avoided.

The technical scheme of the embodiment of the application is realized as follows:

the embodiment of the application provides a vehicle navigation method, which comprises the following steps:

displaying a plurality of lanes in a road and a real-time location of a vehicle in a first lane of the road;

displaying a navigation route switched from the first lane to a second lane in front of a vehicle, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is the advancing direction of the navigation route;

displaying an accompanying route in response to the vehicle missing a lane change location that switches from the first lane to the second lane, wherein the accompanying route starts at a real-time location of the vehicle and ends at an end of the navigation route.

An embodiment of the present application provides a vehicle navigation device, including:

a road display module for displaying a plurality of lanes in a road and a real-time location of a vehicle in a first lane of the road;

the switching module is used for displaying a navigation route switched from the first lane to a second lane in front of a vehicle, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is the advancing direction of the navigation route;

a route display module to display an accompanying route in response to the vehicle missing a lane change location that switches from the first lane to the second lane, wherein the accompanying route starts at a real-time location of the vehicle and ends at an end of the navigation route.

An embodiment of the present application provides an electronic device, including:

a memory for storing executable instructions;

and the processor is used for realizing the vehicle navigation method provided by the embodiment of the application when executing the executable instructions stored in the memory.

The embodiment of the application provides a computer-readable storage medium, which stores executable instructions for causing a processor to execute the executable instructions to implement the vehicle navigation method provided by the embodiment of the application.

The embodiment of the application has the following beneficial effects:

the method comprises the steps of displaying a plurality of lanes in a road and the real-time position of a vehicle in a first lane of the road during the driving process of the vehicle, and displaying an accompanying route which takes the real-time position of the vehicle as a starting point and takes the end point of a navigation route as an end point when the vehicle misses a lane change position for switching from the first lane to a second lane which the vehicle should enter. Therefore, before the vehicle actually deviates from the navigation route, effective reminding can be carried out in a way of displaying the accompanying route, and the user can conveniently and quickly decide the subsequent advancing direction, so that the overall running time of the vehicle and the time cost of the user are reduced, and meanwhile, the actual utilization rate of the calculation resources consumed in the navigation process can be improved for the electronic equipment.

Drawings

FIG. 1 is a schematic diagram of an architecture of a vehicle navigation system provided in an embodiment of the present application;

fig. 2 is a schematic architecture diagram of a terminal device provided in an embodiment of the present application;

FIG. 3A is a schematic flow chart diagram of a vehicle navigation method provided by an embodiment of the present application;

FIG. 3B is a schematic flow chart diagram illustrating a vehicle navigation method according to an embodiment of the present disclosure;

FIG. 3C is a schematic diagram of a process for identifying spacers and determining a regression route according to an embodiment of the present disclosure;

FIG. 3D is a schematic flow chart diagram illustrating a vehicle navigation method provided by an embodiment of the present application;

FIG. 3E is a schematic flow chart diagram illustrating a vehicle navigation method according to an embodiment of the present disclosure;

fig. 4A to 4B are schematic views of a navigation interface provided in an embodiment of the present application;

fig. 5A to 5E are schematic views of a navigation interface provided in an embodiment of the present application;

6-10 are schematic diagrams of navigation interfaces provided by embodiments of the present application;

FIG. 11 is a schematic diagram of functional modules for implementing vehicle navigation provided by embodiments of the present application;

FIG. 12 is a schematic diagram of a navigation interface provided by an embodiment of the present application.

Detailed Description

In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be described in further detail with reference to the attached drawings, the described embodiments should not be considered as limiting the present application, and all other embodiments obtained by a person of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

In the following description, reference is made to "some embodiments" which describe a subset of all possible embodiments, but it is understood that "some embodiments" may be the same subset or different subsets of all possible embodiments, and may be combined with each other without conflict.

In the following description, references to the terms "first \ second \ third" are only to distinguish similar objects and do not denote a particular order, but rather the terms "first \ second \ third" are used to interchange specific orders or sequences, where appropriate, so as to enable the embodiments of the application described herein to be practiced in other than the order shown or described herein. In the following description, the term "plurality" referred to means at least two.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of the present application only and is not intended to be limiting of the application.

Before further detailed description of the embodiments of the present application, terms and expressions referred to in the embodiments of the present application will be described, and the terms and expressions referred to in the embodiments of the present application will be used for the following explanation.

1) Road: refers to the infrastructure for vehicles to travel through in a transportation network. In the embodiment of the present application, a road includes a plurality of lanes (also referred to as lanes, lanes), for example, a certain road includes a passing lane, a fast lane and a slow lane. The road includes a plurality of lanes partitioned by lane markings, which are traffic facilities provided on the road and indicated by lines, and may include, for example, a white dotted line (lane change is allowed) and a white solid line (lane change is prohibited).

2) Navigation route: refers to a route calculated according to the set starting point and ending point, i.e. a series of roads are passed from the starting point and finally reach the ending point. In the embodiment of the present application, the navigation route may include a lane suggested to be traveled on each road that needs to be traveled, or may not be distinguished, or of course, the lane may be distinguished on a part of the road, or the lane may not be distinguished on a part of the road.

3) Accompanying route: the accompanying route is different from the navigation route, and can help a user to quickly determine a subsequent forward direction by displaying the accompanying route.

4) A regression route: the vehicle lane change control method is a route for switching from a real-time position of a vehicle to a second lane on the basis of a vehicle missing a lane change position for switching from a first lane to the second lane. In the embodiment of the present application, the return route may be different from the navigation route, or may be a part of the navigation route.

5) A separator: refers to a partition (or obstacle) between lanes (e.g., between lanes on the same road or between lanes on different roads). In the embodiment of the application, the barrier includes two types of barriers that can not be driven through and barriers that can be driven through, wherein the barriers that can not be driven through refer to barriers that can not be driven through physically (i.e. physical isolation), such as curbs, guardrails, walls, pavement edges, protective nets and the like; by driveable barrier is meant a barrier that is physically driveable. Further, the drivable-through spacers may include lane markings that allow lane change (e.g., white dashed lines) and lane markings that prohibit lane change (e.g., white solid lines), wherein lane markings that prohibit lane change are traffic regulations but physically support the vehicle to drive through.

6) Route violation: the route which violates the traffic regulation during the driving process is referred to, and the non-violation route is referred to as the route which does not violate the traffic regulation during the driving process. In some scenarios, the vehicle may be traveling along an illegal route, such as a police vehicle, a fire truck, an ambulance, or an engineering truck, and the like, may be unrestricted by traffic regulations when performing emergency tasks.

The embodiment of the application provides a vehicle navigation method, a vehicle navigation device, an electronic device and a computer readable storage medium, which can reduce the overall running time of a vehicle and the time cost of a user, and meanwhile, improve the actual utilization rate of computing resources. An exemplary application of the electronic device provided in the embodiment of the present application is described below, and the electronic device provided in the embodiment of the present application may be implemented as various types of terminal devices, and may also be implemented as a server.

Referring to fig. 1, fig. 1 is a schematic diagram of an architecture of a vehicle navigation system 100 provided in an embodiment of the present application, and a terminal device 400 is connected to a server 200 through a network 300, where the network 300 may be a wide area network or a local area network, or a combination of both.

In some embodiments, taking the electronic device as a terminal device as an example, the vehicle navigation method provided by the embodiments of the present application may be implemented by the terminal device. For example, the terminal device 400 may display, in the navigation interface, a plurality of lanes in the road and a real-time location of the vehicle in a first lane of the road; displaying a navigation route switched from a first lane to a second lane in front of a vehicle, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is the advancing direction of the navigation route; in response to the vehicle missing a lane change location to switch from the first lane to the second lane, an accompanying route is displayed, wherein the accompanying route starts at a real-time location of the vehicle and ends at an end of the navigation route.

In some embodiments, the vehicle navigation method provided by the embodiments of the present application may be cooperatively implemented by the terminal device and the server. For example, the terminal device 400 may transmit a start point and an end point input by the user to the server 200, and the server 200 determines a navigation route from the received start point and end point and transmits the navigation route to the terminal device 400. The terminal device 400 displays a plurality of lanes in a road and a real-time position of a vehicle in a first lane of the road in a navigation interface; and displaying a navigation route switched from the first lane to the second lane in front of the vehicle, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is the advancing direction of the navigation route. Meanwhile, the terminal device 400 may also transmit the real-time position of the vehicle to the server 200, determine the accompanying route with the real-time position of the vehicle as a starting point and an end point of the navigation route as an end point when the server 200 determines that the vehicle misses the lane change position for switching from the first lane to the second lane according to the real-time position of the vehicle, and transmit the accompanying route to the terminal device 400 to be displayed in the navigation interface of the terminal device 400.

As an example, a navigation route and an accompanying route distinguished from the navigation route in the navigation interface are shown in fig. 1.

In some embodiments, the terminal device 400 or the server 200 may implement the method provided by the embodiments of the present application by running a computer program, such as the client 410 shown in fig. 1. For example, the computer program may be a native program or a software module in an operating system; can be a local (Native) Application program (APP), i.e. a program that needs to be installed in an operating system to run; or may be an applet, i.e. a program that can be run only by downloading it to the browser environment; but also an applet that can be embedded in any APP, where the applet can be run or shut down by user control. In general, the computer programs described above may be any form of application, module or plug-in.

In some embodiments, the server 200 may be an independent physical server, may also be a server cluster or a distributed system formed by a plurality of physical servers, and may also be a cloud server that provides basic cloud computing services such as a cloud service, a cloud database, cloud computing, a cloud function, cloud storage, a Network service, cloud communication, a middleware service, a domain name service, a security service, a Content Delivery Network (CDN), and a big data and artificial intelligence platform, where the cloud service may be a vehicle navigation service for the terminal device 400 to call. The terminal device 400 may be a smart phone, a tablet computer, a notebook computer, a desktop computer, an intelligent voice interaction device, an intelligent household appliance, a vehicle-mounted terminal, and the like, but is not limited thereto. The terminal device and the server may be directly or indirectly connected through wired or wireless communication, and the embodiment of the present application is not limited.

Taking the electronic device provided in the embodiment of the present application as an example for illustration, it can be understood that, for the case where the electronic device is a server, parts (such as the user interface, the presentation module, and the input processing module) in the structure shown in fig. 2 may be default. Referring to fig. 2, fig. 2 is a schematic structural diagram of a terminal device 400 provided in an embodiment of the present application, where the terminal device 400 shown in fig. 2 includes: at least one processor 410, memory 450, at least one network interface 420, and a user interface 430. The various components in the terminal device 400 are coupled together by a bus system 440. It is understood that the bus system 440 is used to enable communications among the components. The bus system 440 includes a power bus, a control bus, and a status signal bus in addition to a data bus. For clarity of illustration, however, the various buses are labeled as bus system 440 in fig. 2.

The Processor 410 may be an integrated circuit chip having Signal processing capabilities, such as a general purpose Processor, a Digital Signal Processor (DSP), or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like, wherein the general purpose Processor may be a microprocessor or any conventional Processor, or the like.

The user interface 430 includes one or more output devices 431, including one or more speakers and/or one or more visual displays, that enable the presentation of media content. The user interface 430 also includes one or more input devices 432, including user interface components that facilitate user input, such as a keyboard, mouse, microphone, touch screen display, camera, other input buttons and controls.

The memory 450 may be removable, non-removable, or a combination thereof. Exemplary hardware devices include solid state memory, hard disk drives, optical disk drives, and the like. Memory 450 optionally includes one or more storage devices physically located remote from processor 410.

The memory 450 includes either volatile memory or nonvolatile memory, and may include both volatile and nonvolatile memory. The nonvolatile Memory may be a Read Only Memory (ROM), and the volatile Memory may be a Random Access Memory (RAM). The memory 450 described in embodiments herein is intended to comprise any suitable type of memory.

In some embodiments, memory 450 is capable of storing data, examples of which include programs, modules, and data structures, or a subset or superset thereof, to support various operations, as exemplified below.

An operating system 451, including system programs for handling various basic system services and performing hardware-related tasks, such as a framework layer, a core library layer, a driver layer, etc., for implementing various basic services and handling hardware-based tasks;

a network communication module 452 for communicating to other electronic devices via one or more (wired or wireless) network interfaces 420, exemplary network interfaces 420 including: bluetooth, wireless compatibility authentication (WiFi), and Universal Serial Bus (USB), etc.;

a presentation module 453 for enabling presentation of information (e.g., user interfaces for operating peripherals and displaying content and information) via one or more output devices 431 (e.g., display screens, speakers, etc.) associated with user interface 430;

an input processing module 454 for detecting one or more user inputs or interactions from one of the one or more input devices 432 and translating the detected inputs or interactions.

In some embodiments, the vehicle navigation device provided by the embodiment of the present application may be implemented in software, and fig. 2 illustrates a vehicle navigation device 455 stored in a memory 450, which may be software in the form of programs, plug-ins, and the like, and includes the following software modules: a road display module 4551, a switching module 4552 and a route display module 4553, which are logical and thus may be arbitrarily combined or further divided according to the functions to be implemented. The functions of the respective modules will be explained below.

The vehicle navigation method provided by the embodiment of the present application will be described in conjunction with exemplary applications and implementations of the electronic device provided by the embodiment of the present application.

Referring to fig. 3A, fig. 3A is a schematic flowchart of a vehicle navigation method provided in an embodiment of the present application, and will be described with reference to the steps shown in fig. 3A.

In step 101, a plurality of lanes in a road and a real-time location of a vehicle in a first lane of the road are displayed.

For example, a plurality of lanes in a road where the vehicle is located and a real-time position of the vehicle in a first lane of the road are displayed, wherein the first lane is a lane where the vehicle is located in real time. In some embodiments, a road different from the road on which the vehicle is located may also be displayed to help the user understand the surrounding road conditions.

As an example, fig. 4A shows a navigation interface comprising a road 1 on which a vehicle is located, a real-time position in a first lane of the road 1 (represented in fig. 4A in the shape of a vehicle), for the road 1, in addition to showing the first lane, a second lane corresponding to the first lane with a different heading. In addition, the navigation interface also includes a road 2 and a road 3.

It is worth explaining that, for various results (such as a road, a lane, a first lane, a real-time position and the like) involved in the vehicle navigation process, corresponding prompts can be synchronously output in a text, voice or vibration mode and the like while displaying, so that the navigation capability is improved in multiple dimensions, and effective reminding is realized.

In step 102, a navigation route switching from a first lane to a second lane in front of the vehicle is displayed, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is the advancing direction of the navigation route.

The navigation route may be a route determined according to a set starting point and a set ending point (e.g., a non-violation route), and the navigation route may include a lane proposed to be driven on each road that needs to be passed through, or may not distinguish lanes, or of course, may distinguish lanes on a part of roads, or may not distinguish lanes on a part of roads.

Here, a navigation route that switches from a first lane to a second lane in front of a vehicle is displayed, wherein the first lane and the second lane correspond to different advancing directions, and the advancing direction of the second lane is an advancing direction of the navigation route.

Taking as an example the case where the navigation route distinguishes lanes on each road on which the vehicle passes, fig. 4B shows the navigation route including lanes that need to pass on each road on which the vehicle passes, the navigation route being used to prompt the user to switch the vehicle from a first lane to a second lane, where the advancing direction of the first lane is straight and the advancing direction of the second lane is left turn.

It should be noted that the navigation route may be fixed or may be adjusted in real time with the real-time position of the vehicle as a starting point (provided that each road that needs to be passed through is not changed).

In step 103, an accompanying route is displayed in response to the vehicle missing a lane change position to switch from the first lane to the second lane, wherein the accompanying route starts at the real-time position of the vehicle and ends at the end of the navigation route.

Here, when the vehicle misses the lane change position for switching from the first lane to the second lane, it is proved that the vehicle may deviate from the navigation route, so that an accompanying route is displayed, the accompanying route being a route determined with the real-time position of the vehicle as a starting point and with the end point of the navigation route as an end point (e.g., a non-violation route). Similar to the navigation route, the accompanying route may distinguish lanes on each road (i.e., a lane recommended to be recommended to travel) on which the route passes, may not distinguish lanes on each road, and may, of course, distinguish lanes on a part of the roads and not distinguish lanes on a part of the roads.

Taking as an example the case where the accompanying route distinguishes lanes at each road on which the route is taken, fig. 4B also shows the accompanying route for prompting the user to drive the vehicle straight. Thus, the user can quickly decide the advancing direction according to the navigation route and the accompanying route, so that the overall running time of the vehicle is shortened, and the time cost of the user is saved.

In some embodiments, the above displaying the accompanying route in response to the vehicle missing a lane change position to switch from the first lane to the second lane may be accomplished by: when the vehicle misses a lane change position for switching from the first lane to the second lane, and there is a return route for switching from the real-time position of the vehicle to the second lane, an accompanying route for simultaneous display with the return route is displayed.

Here, the return route is a route that can guide the vehicle to switch from the real-time position to the second lane, and the return route is a route that can be physically traveled, and may be an illegal route or a non-illegal route. When the vehicle misses a lane change position for switching from the first lane to the second lane and there is a return route, the accompanying route and the return route may be displayed simultaneously. It should be noted that, in the embodiment of the present application, the return route may be different from the navigation route, and may also be a part of the navigation route.

As an example, referring to fig. 5A, a regression route switching from a real-time position of a vehicle to a second lane is shown.

On the basis of the already displayed return route, whether the return route is an illegal route or a non-illegal route, when any selection operation is not received within the waiting time period, the display of the accompanying route may be stopped, and a navigation operation for guiding the vehicle to switch to the second lane may be performed based on the return route. The navigation operation in the embodiment of the present application may refer to continuous display, and may also refer to synchronous output of a corresponding prompt in a text, voice, vibration, or other manner, which is the same as the following. The selection operation in the embodiment of the present application may be a touch operation (for example, an operation of clicking or long-pressing a certain route, etc.), or may be a non-touch operation (for example, a certain route is selected by a voice input manner, or a certain route is selected by a gesture input manner, etc.), which is not limited herein. The waiting time in the embodiment of the present application may be set according to an actual application scenario, for example, set to 5 seconds.

In addition, when the regression route is an illegal route, a corresponding violation prompt may be output when the regression route is displayed, an output manner of the violation prompt is not limited in the embodiment of the present application, for example, the violation prompt may be text, voice, vibration, or the like, and fig. 5A shows the violation prompt displayed in association with the regression route.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, further comprising: when the return route is a non-violation route and any selection operation is not received within the waiting time period, the display of the accompanying route is stopped, and a navigation operation for guiding the vehicle to switch to the second lane is performed based on the return route.

As an example, referring to fig. 5B, in the process of simultaneously displaying the accompanying route and the return route, when the return route is a non-violation route (as in fig. 5B, lane markings through which the return route passes allow lane change), and no selection operation is received within the waiting time period, the user may tend to return to the original navigation route at this time, and therefore, the display of the accompanying route may be stopped, and a navigation operation for guiding the vehicle to switch to the second lane may be performed based on the return route.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, further comprising: when the return route is an illegal route and a selection operation for the return route is received within the waiting period, a navigation operation for guiding the vehicle to switch to the second lane is performed based on the return route.

As an example, referring to fig. 5C, in the process of simultaneously displaying the accompanying route and the return route, when the return route is an illegal route (as in fig. 5C, lane change is prohibited by a lane marking through which the return route passes), and a selection operation for the return route is received within the waiting time period, it is determined that the user has a need to switch to the second lane (e.g., to perform an emergency task such as driving a police car, a fire truck, an ambulance, or a construction truck), and thus, a navigation operation for guiding the vehicle to switch to the second lane is performed based on the return route. Meanwhile, violation prompts corresponding to the regression route can be output to remind possible risks; the accompanying route may also be stopped from being displayed to avoid interference with the user.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, further comprising: when the return route is an illegal route and a selection operation for the return route is not received within the waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

As an example, referring to fig. 5D, in the process of simultaneously displaying the accompanying route and the return route, when the return route is an illegal route (as in fig. 5D, lane change is prohibited by a lane marking through which the return route passes), and a selection operation for the return route is not received within the waiting time period, since there is a certain travel risk for the illegal route, it is possible to regard the accompanying route as a new navigation route, and perform a navigation operation of guiding the vehicle to the end of the original navigation route based on the new navigation route. Meanwhile, the display of the return route and the original navigation route can be stopped, so that the interference to the user is avoided.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, further comprising: when a selection operation for the accompanying route is received within the waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to an end point of the navigation route based on the new navigation route is performed.

As an example, referring to fig. 5E, in the process of simultaneously displaying the accompanying route and the return route, when the return route is an illegal route, if a selection operation for the accompanying route is received within the waiting time period, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to the end point of the original navigation route based on the new navigation route is performed.

For another example, without distinguishing whether the return route is an illegal route or an illegal route, if a selection operation for the accompanying route is received within the waiting time period, the accompanying route may be regarded as a new navigation route, and a navigation operation for guiding the vehicle to the end point of the original navigation route based on the new navigation route may be performed.

The accompanying route is used as a new navigation route and navigation operation is carried out, and meanwhile, the display of the returning route and the original navigation route can be stopped, so that interference on a user is avoided.

In some embodiments, when displaying the companion route, further comprising: when a selection operation for the accompanying route is not received within the waiting period, continuing to perform a navigation operation for guiding the vehicle to an end point of the navigation route based on the navigation route; when a selection operation for the accompanying route is received within the waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to an end point of the navigation route based on the new navigation route is performed.

As an example, referring to fig. 6, in displaying the accompanying route, when the selection operation for the accompanying route is not received within the waiting time period, it may be considered that the user does not need to travel along the accompanying route, and the navigation operation for guiding the vehicle to the end point of the navigation route based on the navigation route is continued, at which time, the display of the accompanying route may be stopped. When it is determined that there is a need for the user to travel along the accompanying route when the selection operation for the accompanying route is received within the waiting time period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to the end point of the original navigation route based on the new navigation route is performed, at which time, the display of the original navigation route may be stopped.

In some embodiments, when displaying the companion route, further comprising: when an arbitrary selection operation is not received within the waiting time period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

Here, another way is that, in displaying the accompanying route, when an arbitrary selection operation is not received within the waiting time period, the user is defaulted to select the accompanying route, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to the end point of the original navigation route based on the new navigation route is performed, and at the same time, the display of the original navigation route may be stopped.

In some embodiments, the above displaying the accompanying route in response to the vehicle missing a lane change position to switch from the first lane to the second lane may be accomplished by: when the vehicle misses the lane change position for switching from the first lane to the second lane, and there is no return route for switching from the real-time position of the vehicle to the second lane, an accompanying route for serving as a new navigation route is displayed.

As an example, referring to fig. 7, when the vehicle misses a lane change position for switching from the first lane to the second lane and there is no return route for switching from the real-time position of the vehicle to the second lane (in fig. 7, there is a guard rail between the real-time position of the vehicle and the second lane, and thus it is physically impossible to switch to the second lane), since it is impossible to switch to the second lane, an accompanying route for serving as a new navigation route is displayed. At the same time, the original navigation route may stop being displayed.

It should be noted that the return route may refer to any route that can be physically traveled, or may refer to a route that is not violated. When the vehicle misses the lane change position for switching from the first lane to the second lane and there is no return route for switching from the real-time position of the vehicle to the second lane, a prompt may be output to prompt the user not to switch to the second lane.

In some embodiments, the above displaying the accompanying route in response to the vehicle missing a lane change position to switch from the first lane to the second lane may be accomplished by: when the vehicle misses the lane change position for switching from the first lane to the second lane, and the return routes for switching from the real-time position of the vehicle to the second lane are all violation routes, the accompanying route is displayed.

As an example, referring to fig. 4B, in fig. 4B, the vehicle has missed a lane-change position for switching from the first lane to the second lane, and the return route for switching from the real-time position of the vehicle to the second lane needs to pass lane markings that prohibit lane-change, i.e., all return routes are violation routes, at which time the accompanying route may be displayed. Meanwhile, a prompt that all the returning routes are illegal routes can be output so as to prompt that a certain risk exists in the behavior of switching to the second lane.

In some embodiments, between any of the steps, further comprising: when the vehicle misses the lane change position for switching from the first lane to the second lane, and the return route for switching from the real-time position of the vehicle to the second lane is a non-violation route, the return route is displayed.

As an example, referring to fig. 8, in fig. 8, the vehicle has missed a lane change position for switching from the first lane to the second lane, and lane markings that need to be passed by a return route for switching from the real-time position of the vehicle to the second lane all allow lane change, i.e., the return route is a non-violation route, at which point the return route may be displayed to suggest that the return route may be followed without risk.

In some embodiments, between any of the steps, further comprising: when the real-time position of the vehicle reaches the traffic intersection and the lane different from the first lane in the road cannot be switched from the real-time position, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to reach the end point of the navigation route based on the new navigation route is performed.

For example, when the distance between the real-time location of the vehicle and the traffic intersection ahead of the train is less than a distance threshold, the real-time location of the vehicle is determined to reach the traffic intersection. When the nearest barriers on two sides of the real-time position of the vehicle are any one of the barriers which can not be driven by and the lane markings which forbid lane changing, determining that the lane which is different from the first lane cannot be switched to the road (referring to the road where the first lane is located) from the real-time position of the vehicle.

As an example, referring to fig. 9, when the real-time position of the vehicle reaches a traffic intersection and it is impossible to switch from the real-time position to a lane different from the first lane in the road, it is determined that the vehicle cannot travel along the original navigation route, and therefore, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to the end point of the navigation route based on the new navigation route is performed. At the same time, the original navigation route may stop being displayed.

In some embodiments, when displaying the companion route, further comprising: the navigation route and the accompanying route are displayed in a distinguishing way through different display parameters; wherein the display parameters include at least one of color, size, and line type.

In the embodiment of the present application, in order to highlight the difference between the navigation route and the accompanying route, the navigation route and the accompanying route may be displayed differently by different display parameters, wherein the display parameters may include at least one of color, size, and line type (such as solid line or dotted line). As an example, referring to fig. 4B, the navigation route and the accompanying route are displayed distinctively in different colors.

In addition, when the return route needs to be displayed, the navigation route and the return route can be displayed in a differentiated manner by different display parameters, or the navigation route, the return route and the accompanying route can be displayed in a differentiated manner by different display parameters. In the case where the return route is regarded as a part of the navigation route, the navigation route and the return route can be displayed by the same display parameter.

As shown in fig. 3A, in the embodiment of the present application, the possibility that the vehicle deviates from the navigation route can be identified by means of prejudging (i.e., determining whether the vehicle misses the lane change position), and effective reminding is performed by means of displaying the accompanying route, so that the user can accurately and quickly determine the subsequent forward direction, thereby reducing the overall driving time of the vehicle and the time cost of the user. Meanwhile, for the electronic equipment, the actual utilization rate of the computing resources consumed in the navigation process can be improved.

In some embodiments, referring to fig. 3B, fig. 3B is a schematic flowchart of a vehicle navigation method provided in an embodiment of the present application, and step 102 shown in fig. 3A may be implemented by steps 201 to 202, which will be described in conjunction with the steps.

In step 201, at least one lane change position for switching from a first lane to a second lane is displayed.

As an example, referring to fig. 10, at least one lane change position for switching from the first lane to the second lane may be displayed, and fig. 10 is described by taking 3 lane change positions in the first lane as an example, where the sign of the lane change position shown in fig. 10 is only an example and does not constitute a limitation to the embodiment of the present application. Therefore, the lane changing position can effectively prompt the user to change lanes without violation in time.

It is worth mentioning that in the present embodiment, the lane change position for switching from the first lane to the second lane is located before the partition between the first lane and the second lane, for example, in fig. 10, the lane change positions 1, 2, and 3 are located before the partition (i.e., the guard rail shown in fig. 10) as viewed from the advancing direction of the first lane.

In step 202, a navigation route is displayed that switches from a first lane to a second lane via a lane change position.

For at least some lane change positions (e.g., a certain lane change position or all lane change positions), a navigation route switching from the first lane and via the lane change position to the second lane may also be displayed, such as the navigation route switching from the first lane and via lane change position 1 to the second lane shown in fig. 10. In the embodiment of the application, in addition to displaying the lane change position and switching the navigation route from the first lane to the second lane via the lane change position, corresponding prompts can be synchronously output in a text, voice, vibration or other modes.

In some embodiments, the above displaying the accompanying route in response to the vehicle missing a lane change position to switch from the first lane to the second lane may be accomplished by: the accompanying route is displayed when the vehicle travels to the latest lane change position in the first lane and continues to maintain the heading of the first lane.

For example, when it is determined that the vehicle misses the latest lane change position when the vehicle travels to the latest lane change position in the first lane and continues to maintain the advancing direction of the first lane (i.e., the advancing direction of the vehicle coincides with the advancing direction of the first lane), the lane change (which means the lane change to the second lane) can no longer be performed without violation, and at this time, the accompanying route is displayed. Wherein the latest lane change position is the last lane change position located in front of the train, such as lane change position 3 shown in fig. 10.

It is noted that a steering wheel parameter of the vehicle (indicating a turning condition of the steering wheel) may be acquired, and whether the forward direction of the vehicle coincides with the forward direction of the first lane may be determined based on the steering wheel parameter. For example, the steering wheel parameters may be acquired periodically during the driving of the vehicle (for example, once per second), and when the steering wheel parameters acquired when the vehicle drives to the latest lane change position in the first lane are consistent with the steering wheel parameters acquired last time, or the difference between the steering wheel parameters and the steering wheel parameters is smaller than the difference threshold value, it is proved that the steering wheel of the vehicle is not rotated or the rotation amplitude is smaller during the period, and at this time, the advancing direction of the vehicle is determined to be consistent with the advancing direction of the first lane; when the difference between the steering wheel parameter acquired when the vehicle travels to the latest lane change position in the first lane and the steering wheel parameter acquired last time is greater than or equal to the difference threshold, it is determined that the advancing direction of the vehicle is not consistent with the advancing direction of the first lane.

In some embodiments, the above displaying the accompanying route in response to the vehicle missing a lane change position to switch from the first lane to the second lane may be accomplished by: performing at least one of: displaying an accompanying route when the vehicle travels to an optimal lane change position in the first lane and continues to maintain a forward direction of the first lane; the accompanying route is displayed when the vehicle passes an optimal lane change position in the first lane, does not reach a latest lane change position, and continues to maintain the advancing direction of the first lane.

Here, the navigation route switched to the second lane via the optimal lane change position has an optimal lane change parameter including any one of a maximum smoothness degree and a shortest lane change elapsed time, wherein a distance between the optimal lane change position and a real-time position of the vehicle is smaller than a distance between the latest lane change position and the real-time position of the vehicle. The number of the optimal lane change positions is not limited in the embodiment of the present application, and as shown in fig. 10, lane change position 1 and lane change position 2 may both be the optimal lane change positions.

In the present embodiment, the accompanying route may be displayed in at least one of the following two ways.

1) The accompanying route is displayed when the vehicle travels to an optimal lane change position in the first lane and continues to maintain the heading of the first lane.

2) The accompanying route is displayed when the vehicle passes an optimal lane change position in the first lane, does not reach a latest lane change position, and continues to maintain the advancing direction of the first lane.

Therefore, the predictability of vehicle navigation can be further enhanced, and the user can timely select a route meeting the self requirement to drive.

In some embodiments, before step 201, further comprising: determining a plurality of lane change positions by: determining a latest lane change position for switching from the first lane to the second lane according to at least one of a driving speed of the vehicle, a traffic volume of the second lane and an interval parameter between the first lane and the second lane; selecting at least one optimal lane changing position different from the latest lane changing position between the real-time position and the latest lane changing position of the vehicle; wherein the spacing parameter includes at least one of a number of spaced lanes and a spacing distance.

For example, the latest lane change position at which to switch from the first lane to the second lane may be determined according to at least one of a traveling speed of the vehicle (a real-time traveling speed or an average traveling speed over a past period), a traffic volume of the second lane (a real-time traffic volume or an average traffic volume over a past period), and an interval parameter between the first lane and the second lane, wherein the interval parameter includes at least one of the number of the interval lanes and an interval distance.

The latest lane change distance is in negative correlation with the driving speed, the traffic flow and the interval parameter, and the latest lane change distance is the distance between the real-time position of the vehicle and the latest lane change position. For example, when the traveling speed of the vehicle is faster, the lane change is less likely, the latest lane change distance is smaller; when the traffic flow of the second lane is larger, the second lane is difficult to switch, and the latest lane change distance is smaller; when the interval parameter is larger, more time is required to switch to the second lane, and the latest lane change distance is smaller.

On the basis of the determined latest lane change position, at least one optimal lane change position different from the latest lane change position can be selected between the real-time position of the vehicle and the latest lane change position, for example, the optimal lane change parameters are selected, and for example, the interval selection is performed according to the set selection distance, so as to ensure that the distance between the adjacent lane change positions is equal to the selection distance. Of course, in the embodiment of the present application, the latest lane change position may also be used as the only determined lane change position. Through the mode, the accuracy of the determined lane changing position can be improved, and effective prompt is achieved.

As shown in fig. 3B, the embodiment of the present application can effectively prompt the user to change lanes by displaying at least one lane change position and a navigation route switching from the first lane to the second lane via the lane change position; when the vehicle misses the latest lane change position, it is determined that there is a possibility that the vehicle deviates from the navigation route, and the accompanying route is displayed for prompt, which can contribute to reducing the overall travel time of the vehicle and the time cost of the user.

In some embodiments, referring to fig. 3C, fig. 3C is a schematic flow chart of the spacer identification provided in the embodiments of the present application, which will be described in conjunction with the steps.

In step 301, a spacer recognition process is performed between the first lane and the second lane.

Here, a spacer existing between the first lane and the second lane is identified.

In some embodiments, the above-described process of identifying the partition between the first lane and the second lane may be implemented in such a manner that: any one of the following processes is performed: inquiring in the electronic map according to the mark of the first lane and the mark of the second lane to obtain an isolator between the first lane and the second lane; and carrying out visual identification processing on the environment where the vehicle is located to obtain environment visual information, and determining the partition between the first lane and the second lane according to the environment visual information.

The embodiment of the application provides two example modes of the spacer identification processing. In the first method, since information of each lane (usually indicated by a sign) and the partition between the lanes is recorded in an electronic map (such as a high-precision map), the partition between the first lane and the second lane can be obtained by performing query processing on the electronic map according to the sign of the first lane and the sign of the second lane. The vehicle can be positioned to obtain positioning information, and query processing is performed in the electronic map according to the positioning information to obtain the identifier of the first lane where the vehicle is located, and meanwhile, the identifier of the second lane can also be obtained. By the method, the separator can be determined relatively quickly while computing resources are saved.

The second way is to perform visual identification processing on the environment where the vehicle is located to obtain environment visual information, and determine the partition between the first lane and the second lane according to the environment visual information. For example, the environmental visual information may be obtained by capturing an image of the surrounding environment of the vehicle through a camera mounted in the vehicle or a camera in a terminal device held by a user driving the vehicle, and performing visual recognition processing on the image, such as visual recognition processing through a specific visual recognition model (e.g., a neural network model). And determining the partition between the first lane and the second lane according to the environment visual information. The spacer can be determined more accurately by this means.

According to the requirements in the actual application scene, any one of the two modes can be selected.

In step 302, when it is recognized by the spacer recognition process that there is a non-passable spacer, it is determined that there is no return route for switching from the real-time position of the vehicle to the second lane.

After the partition identification process, when there is an immobile partition (such as a curb, a guardrail, a wall, a pavement edge, a protective net, or the like) between the first lane and the second lane, it is determined that there is no returning route for switching from the real-time position of the vehicle to the second lane, where the returning route refers to any route that can be traveled.

In step 303, when it is recognized by the partition recognition process that there is no barrier that cannot be traveled over, it is determined that there is a return route that switches from the real-time position of the vehicle to the second lane.

After the isolator identification processing, when no isolator which can not be driven through exists between the first lane and the second lane, the fact that the real-time position of the vehicle can be switched to the second lane is proved to be physically supported, and then a regression route which is switched from the real-time position of the vehicle to the second lane is determined to exist.

In fig. 3C, after step 303, it is also possible to determine the return route as the illegal route in step 304 when it is recognized by the separator recognition process that there is a lane marking that prohibits lane change.

When there is no barrier between the first lane and the second lane that cannot be traveled over, the following two cases may be included. In the first case, there is a lane marking (such as a white solid line) between the first lane and the second lane, which prohibits lane changing, and at this time, it can be determined that the returning route violates the traffic regulation, i.e., the returning route is determined to be a violation route.

In step 305, when it is recognized by the separator recognition process that there is no lane-marking prohibiting lane change, the return route is determined to be a non-violation route.

In the second case, there is no lane marking line between the first lane and the second lane, which prohibits lane changing (for example, there are white dotted lines between the first lane and the second lane, which both allow lane changing), and at this time, it can be determined that the returning route does not violate the traffic regulations, i.e., the returning route is determined to be a non-violating route.

As shown in fig. 3C, in the embodiment of the application, whether a regression route exists and whether the regression route is illegal can be accurately determined by means of a partition identification process.

In some embodiments, referring to fig. 3D, fig. 3D is a schematic flowchart of a vehicle navigation method provided in an embodiment of the present application, and step 103 shown in fig. 3A may be implemented by steps 401 and 402, which will be described in conjunction with the respective steps.

In step 401, when the vehicle misses a lane change position for switching from the first lane to the second lane and the vehicle satisfies an accompanying condition, an accompanying route starting from the real-time position of the vehicle is determined.

Here, the determination timing of the accompanying route may be constrained by a set accompanying condition, which proves that the user needs the accompanying route as a reference for traveling when the vehicle satisfies the accompanying condition. Wherein the accompanying conditions include any one of: lane change is prohibited by lane markings corresponding to the real-time position of the vehicle, for example, lane change is prohibited by lane markings closest to both sides (or any side) of the real-time position of the vehicle, and at this time, the vehicle may deviate from an original navigation route without violation, so an accompanying route is required as a reference; the vehicle is corresponding to the lane marking which prohibits lane change, the residual driving distance is larger than or equal to the driving distance threshold value, the residual driving distance refers to the distance which the vehicle needs to drive when driving out of the lane marking which prohibits lane change (after the vehicle drives out of the lane marking which prohibits lane change, the lane marking which is the nearest to two sides or any side of the real-time position of the vehicle allows lane change, or the real-time position of the vehicle can also be positioned in a traffic intersection), and when the residual driving distance is larger than or equal to the driving distance threshold value, the user is considered to be unclear how to drive next, so that an accompanying route is determined; the remaining travel distance is smaller than the travel distance threshold value and the travel speed is smaller than the travel speed threshold value, the travel speed here may be a real-time travel speed or an average travel speed over a past period of time, and when the remaining travel distance is smaller than the travel distance threshold value and the travel speed is smaller than the travel speed threshold value, it is considered that the user does not know how to travel next, and therefore the accompanying route is specified.

It is worth mentioning that the respective accompanying conditions may be determined specifically depending on the presence of the partition between the first lane and the second lane. For example, when the spacer existing between the first lane and the second lane is a lane marking for which lane change is prohibited, the corresponding accompanying condition includes any one of: the remaining driving distance of the vehicle corresponding to the lane marking for forbidding lane changing is greater than or equal to the driving distance threshold value; the remaining travel distance is less than the travel distance threshold and the travel speed is less than the travel speed threshold. When the partition existing between the first lane and the second lane is a partition that cannot be driven through, the corresponding accompanying condition is that lane change is prohibited by the lane marking corresponding to the real-time position of the vehicle.

In some embodiments, the above-described determination of the accompanying route starting from the real-time position of the vehicle may be achieved by: any one of the following processes is performed: generating an accompanying route starting from a real-time position of the vehicle; an accompanying route starting from the real-time position of the vehicle is determined based on the historical accompanying route generated last time.

The embodiment of the application provides two ways for determining the accompanying route, wherein one way is to generate the accompanying route with the real-time position of the vehicle as the starting point in real time, and the other way is to determine the accompanying route with the real-time position of the vehicle as the starting point according to the historical accompanying route generated last time, and any way can be selected according to the requirements in the practical application scene. For example, when the partition between the first lane and the second lane is a lane marking that prohibits lane change, a companion route is generated; generating an accompanying route when the real-time position of the vehicle reaches a traffic intersection and the vehicle cannot be switched to a lane different from the first lane in the road from the real-time position; when the partition between the first lane and the second lane is a non-passable partition, the current accompanying route is determined according to the historical accompanying route generated last time.

In some embodiments, the generating of the accompanying route starting from the real-time position of the vehicle as described above may be achieved by: determining a plurality of reachable lanes starting from the real-time position of the vehicle, and determining a distance between the first lane and each reachable lane; wherein the reachable lane support is switched in from the real-time position of the vehicle without violation; screening the multiple reachable lanes according to the distance to obtain at least one target reachable lane; and generating an accompanying route taking the real-time position of the vehicle as a starting point according to the first lane, the target reachable lane and the end point of the navigation route.

When it is necessary to generate an accompanying route starting from the real-time position of the vehicle, a plurality of reachable lanes starting from the real-time position of the vehicle may be determined according to traffic regulations, wherein reachable lane support is switched in from the real-time position of the vehicle without violation. For each reachable lane, a distance between the first lane and the reachable lane is determined, e.g. the distance between the first lane and the reachable lane may be looked up in an electronic map. According to the distance between the first lane and the reachable lanes, all reachable lanes are screened to obtain at least one target reachable lane, for example, a plurality of reachable lanes with the smallest distance may be used as target reachable lanes, and for example, a reachable lane with a distance smaller than a reachable distance threshold may be used as a target reachable lane.

And for each screened target reachable lane, generating an accompanying route according to the first lane, the target reachable lane and the end point of the original navigation route, wherein the accompanying route takes the first lane as a starting point, passes through the target reachable lane and finally reaches the end point of the original navigation route. Wherein the number of target reachable lanes is the same as the number of accompanying routes finally generated. By the method, the accompanying route which accords with the traffic regulation can be accurately and effectively generated.

In some embodiments, determining the accompanying route starting from the real-time position of the vehicle may be performed in such a way that, based on the last generated historical accompanying route: regenerating an accompanying route starting from the real-time position of the vehicle when the number of historical accompanying routes is zero or the number of reachable historical accompanying routes is zero; when the number of reachable historical accompanying routes is one, taking the reachable historical accompanying routes as accompanying routes starting from the real-time position of the vehicle; when the number of reachable historical accompanying routes is plural, regarding the reachable historical accompanying route of which the route parameter satisfies the route parameter condition as an accompanying route starting from the real-time position of the vehicle; wherein the reachable historical companion route supports non-violating switching-ins from the real-time location of the vehicle; the route parameter includes at least one of a travel distance and a travel time.

When it is necessary to determine the current accompanying route from the last generated historical accompanying route, an reachable historical accompanying route may be determined among the last generated historical accompanying routes, where the reachable historical accompanying route supports non-violating switching-in from the real-time position of the vehicle, i.e., reachable from the real-time position of the vehicle.

When the number of the historical accompanying routes is zero (namely, no historical accompanying route exists), or the number of the reachable historical accompanying routes is zero, the accompanying routes which take the real-time position of the vehicle as the starting point are regenerated, and the process of generating the accompanying routes is as described above; when the reachable historical accompanying route is only one, directly taking the reachable historical accompanying route as the current accompanying route; when the number of reachable historical accompanying routes includes a plurality, the reachable historical accompanying route whose route parameter satisfies the route parameter condition is taken as the current accompanying route. The route parameter includes at least one of a driving distance and a driving time, and the route parameter condition may be a plurality of minimum route parameters, or the route parameter is smaller than a route parameter threshold. By the method, the accompanying route meeting the requirement can be determined while computing resources are saved.

In some embodiments, when the determined number of the accompanying routes is plural, the method further includes: determining route proportions corresponding to a plurality of accompanying routes respectively, and taking the accompanying routes meeting the route proportion conditions as accompanying routes to be displayed; wherein the route proportion comprises at least one of: a ratio between a travel time of the accompanying route and a travel time of the navigation route; a ratio between a travel distance of the accompanying route and a travel distance of the navigation route; the ratio between the traffic volume of the accompanying route and the traffic volume of the navigated route.

Here, when a plurality of accompanying routes are determined, the plurality of accompanying routes may be filtered. For example, a route proportion corresponding to each accompanying route is determined, and the accompanying route meeting a route proportion condition is taken as the accompanying route to be displayed, wherein the route proportion comprises at least one of the following: a ratio between a travel time period of the accompanying route and a travel time period of the navigation route (original navigation route); a ratio between a travel distance of the accompanying route and a travel distance of the navigation route; the ratio between the traffic volume of the accompanying route and the traffic volume of the navigated route.

The smaller the route proportion, the more preferable the corresponding accompanying route. The route proportion condition may be set according to an actual application scenario, and may be, for example, a minimum number of route proportions, or a route proportion smaller than a route proportion threshold. Through the mode, the accompanying routes can be screened based on the route proportion, so that the effectiveness of subsequent prompt is further improved.

In step 402, the companion route is displayed.

The determined accompanying route can be displayed, and corresponding prompts can be synchronously output in a text, voice or vibration mode.

As shown in fig. 3D, in the embodiment of the present application, the generation timing of the accompanying route is constrained by the accompanying condition, so that the effectiveness and the reasonability of the displayed accompanying route can be improved, and the calculation resource is prevented from being wasted.

In some embodiments, referring to fig. 3E, fig. 3E is a schematic flowchart of a vehicle navigation method provided in an embodiment of the present application, and before step 101 shown in fig. 3A, in step 501, lane recognition processing may be performed on a vehicle to obtain a first lane where the vehicle is located.

For example, during the driving of the vehicle, the lane recognition processing may be periodically performed on the vehicle to obtain the first lane where the real-time position of the vehicle is located.

In some embodiments, the lane identification process for the vehicle may be implemented in such a manner that a first lane in which the vehicle is located is obtained: any one of the following processes is performed: positioning the vehicle to obtain positioning information, and inquiring in an electronic map according to the positioning information to obtain a first lane where the vehicle is located; and carrying out visual identification processing on the environment where the vehicle is located to obtain environment visual information, and determining a first lane where the vehicle is located according to the environment visual information.

Here, two example ways of the lane recognition processing are provided. In the first method, a vehicle is located to obtain location information, and an electronic map (e.g., a high-precision map) is queried according to the location information to obtain a road where the vehicle is located and a first lane of the vehicle on the road.

The second mode is to collect an image of an environment where the vehicle is located, perform visual identification processing on the collected image to obtain environment visual information, and determine a road where the vehicle is located and a first lane of the vehicle in the road according to the environment visual information. Any one of the above modes can be flexibly applied to realize lane identification processing according to the requirements of the actual application scene.

In some embodiments, the above-mentioned vehicle positioning process to obtain the positioning information may be implemented by: any one of the following processes is performed: acquiring positioning information set for a vehicle; positioning processing based on a global positioning system is carried out on the vehicle to obtain positioning information; and carrying out positioning processing based on carrier phase difference on the vehicle to obtain positioning information.

Here, three example ways of positioning processing are provided. The first method is to acquire positioning information set for a vehicle, for example, the positioning information may be manually set by a user, and this method is suitable for a scenario where a network is poor or there is no condition for automatic positioning.

In the second method, Positioning processing by a Global Positioning System (GPS) is performed on a vehicle to obtain Positioning information. By this way, automatic positioning can be realized.

The third method is to perform positioning processing based on carrier phase difference on the vehicle to obtain positioning information, where carrier phase difference is also called Real Time Kinematic (RTK) positioning, which can obtain positioning information with higher precision, and is suitable for scenes with higher precision requirements.

In step 502, a lane closest to a first lane is determined among a plurality of lanes included in a navigation route.

For example, among all the lanes included in the navigation route, the lane closest to the first lane is determined. The distance between the lanes can be obtained by inquiring an electronic map or can be obtained based on environmental visual information.

In step 503, when the closest lane corresponds to a different advancing direction than the first lane, the closest lane is taken as the second lane.

Here, when the closest lane corresponds to a different advancing direction from the first lane, it turns out that it is necessary to switch to the closest lane, and therefore the closest lane is taken as the second lane.

As shown in fig. 3E, in the embodiment of the present application, the first lane and the second lane can be accurately and effectively determined by a lane identification processing manner, so that the accuracy of vehicle navigation is improved.

Next, an exemplary application of the embodiments of the present application in an actual application scenario will be described. In the navigation system provided in the related art, various corrective actions can only occur after the vehicle has deviated from the navigation route, which may result in an increase in the overall driving time of the vehicle. In the embodiment of the application, the user is prompted in a pre-judging mode under the condition that the vehicle possibly deviates from the navigation route, so that the user can conveniently decide whether to drive according to the navigation route or along the navigation route, and the overall driving time of the vehicle and the time cost of the user can be reduced.

The embodiment of the application is realized by depending on the positioning and recognition capability of the lane level, the vehicle may deviate from the lane planned by the navigation route in the driving process of the vehicle, for the convenience of distinguishing, the lane where the vehicle is located currently is named as a first lane, and the lane planned by the navigation route is named as a second lane, wherein the first lane and the second lane correspond to different advancing directions. The isolation of the first lane and the second lane can be divided into two types, wherein the first type is soft isolation, namely lane markings (such as white solid lines) for forbidding lane change exist between the first lane and the second lane, namely switching from the first lane to the second lane is forbidden in traffic regulations, and a user can select lane change at the cost of violation and the like under necessary conditions (such as emergency tasks). The second type is hard isolation, that is, there are obstacles between the first lane and the second lane, such as curbs, guardrails, walls, road pavement edges or protective nets, which cannot be driven by the user, and at this time, the user cannot drive the vehicle to switch from the first lane to the second lane.

In the embodiment of the present application, the operation manner of the user may be as follows.

1) The user starts a vehicle navigation system (such as a vehicle navigation system built in a vehicle or a vehicle navigation system provided by a handheld terminal device), inputs information such as a starting point and a terminal point, the vehicle navigation system calculates a navigation route according to the information and displays the navigation route in a navigation interface, and the user can drive according to the navigation route.

2) When the vehicle navigation system identifies that the vehicle is not in the lane planned by the navigation route, the vehicle navigation system determines whether isolation exists between a first lane in which the vehicle is located and a second lane planned by the navigation route, and if so, determines the type of isolation.

3) When soft isolation exists, the vehicle navigation system simultaneously displays the navigation route and the accompanying route in the navigation interface, and prompts the user to select. The vehicle navigation system determines whether or not the accompanying route is a new navigation route according to a selection operation of a user. For example, when any selection operation of the user is not received within the waiting time period, the original navigation route is kept unchanged by default; and when the selection operation of the user for the accompanying route is received in the waiting time period, the accompanying route is taken as a new navigation route. The selection operation may be a click operation or a voice input operation.

4) When there is hard isolation, the vehicle navigation system determines that the vehicle has actually yawed (i.e., deviated from the navigation route), and takes the accompanying route directly as a new navigation route, during which the user may not need to operate.

Next, the vehicle navigation solution provided by the embodiment of the present application is explained from the perspective of the bottom layer implementation. As an example, providing the schematic shown in fig. 11, a vehicle navigation system may include a navigation module, a positioning module, an inducing module, and an engine module. For example, the positioning module may position a first lane in which the vehicle is located by using an RTK positioning technique, and index (i.e., query) an electronic map (such as a high-precision map) through an identifier of the first lane to determine whether there is isolation between the first lane and the second lane and an isolation type specifically existing in the presence of the isolation. The engine module is responsible for calling and data transparent transmission among basic modules (such as a navigation module, a positioning module and an induction module), and meanwhile, the induction module is also used for data transparent transmission and is not responsible for navigation-related logic processing, and in some cases, the induction module can be omitted. The navigation module comprises two sub-modules which are respectively an adsorption background module and a road calculation module, wherein the adsorption background module is used for adsorbing vehicles to one or more lanes (namely, screening legal lanes), and the road calculation module is used for calculating the accompanying route. The workflow of each module shown in fig. 11 will be explained in the form of steps.

1) The real-time position (i.e. coordinates, and also relating to the heading direction, etc.) of the vehicle is determined by the positioning module, and the isolation type is determined, so as to facilitate determining whether the vehicle has actually drifted.

The following is performed.

a) When the positioning module determines that the isolation type is soft isolation, the positioning module (for example, a sub-module in the positioning module responsible for determining the isolation type) transmits the isolation type of the soft isolation to an adsorption sub-module in the positioning module (the adsorption sub-module is different from the adsorption background module above).

b) When receiving an isolation type which is specifically soft isolation, the adsorption submodule judges whether the vehicle meets any one of two conditions that the remaining driving distance of the lane marking corresponding to lane changing prohibition is greater than or equal to a driving distance threshold value, the remaining driving distance of the lane marking corresponding to lane changing prohibition is smaller than a driving distance threshold value and the driving speed is smaller than a driving speed threshold value, and when the vehicle meets any one of the two conditions, the adsorption submodule determines that the user does not know how to drive next and outputs accompanying types in the row; when the vehicle does not satisfy both of the conditions, it is determined how the user is clear to travel next, and the accompanying route is not generated. The driving distance threshold value is, for example, 20 meters, and the driving speed threshold value is, for example, 10 meters per second, and may be set according to an actual application scenario. It is worth noting that the type of the companion in the row is used to trigger the generation of the companion route, i.e. to inform the location module to enter the generation flow of the companion route.

And ② yawing.

a) When the positioning module determines that the isolation type is hard isolation and lane change is prohibited by lane markings corresponding to the real-time position of the vehicle, the positioning module transmits the hard isolation type to the adsorption submodule in the positioning module.

b) And when receiving an isolation type which is specifically hard isolation, the adsorption sub-module outputs the type of yaw to trigger the determination of the current accompanying route according to the historical accompanying route generated last time and takes the current accompanying route as a new navigation route. For example, the manner in which the current companion route is determined is as follows:

i) when the number of the historical accompanying routes is zero or the number of the reachable historical accompanying routes is zero, re-triggering to generate an accompanying route with the real-time position of the vehicle as a starting point;

ii) when the number of reachable historical accompanying routes is one, taking the reachable historical accompanying route as the current accompanying route;

iii) when the number of reachable historical accompanying routes is plural, taking the reachable historical accompanying route with the smallest travel time as the current accompanying route. Wherein the reachable historical companion route supports non-violating switching-ins from the real-time location of the vehicle.

And the starting point is accompanied.

When the positioning module identifies that the real-time position of the vehicle reaches the traffic intersection and the vehicle cannot be switched to a lane different from the first lane from the real-time position (for example, the nearest barriers on two sides of the real-time position are any one of lane markings for forbidding lane change and barriers which cannot be driven through), outputting the type of the starting point accompanying so as to trigger generation of the accompanying route, and taking the accompanying route as a new navigation route.

2) When the accompanying route needs to be generated, all reachable lanes of a first lane where the vehicle is located are determined through the positioning module, and a topological distance between the first lane and each reachable lane is also determined, wherein the topological distance refers to a distance on the electronic map and can be approximately equal to a driving distance. The positioning module may transmit the position (i.e., coordinates, which may also relate to a forward direction, etc.) of the first lane, the position (i.e., coordinates, which may also relate to a forward direction, etc.) of the reachable lane, and the topological distance to the adsorption backend module through the engine module.

3) The adsorption background module receives the position of the first lane, the position of the reachable lane and the topological distance sent by the positioning module, and judges whether the corresponding reachable lane can be directly communicated with the first lane or not according to the topological distance (if the topological distance is too large, direct communication is proved to be unavailable, namely, detour is possible), namely, legal lanes (corresponding to the target reachable lane above) are screened out from all reachable lanes. The adsorption background module can send the identification of the first lane and the identification of the legal lane to the road calculation module.

4) The route calculation module calculates an accompanying route from the received identification of the first lane and the identification of the legal lane, the accompanying route having the first lane (link 1 shown in fig. 12) as a starting point (or having the real-time position of the vehicle as a starting point), passing through the legal lane (link 2 shown in fig. 12), and finally reaching the end point of the original navigation route.

Therefore, the embodiment of the application can prejudge before the actual yaw of the vehicle and prompt a user in a way of displaying the accompanying route, so that timely deviation correction is realized.

Continuing with the exemplary structure of the vehicle navigation device 455 provided by the embodiments of the present application implemented as software modules, in some embodiments, as shown in fig. 2, the software modules stored in the vehicle navigation device 455 of the memory 450 may include: a road display module 4551 for displaying a plurality of lanes in a road and a real-time location of a vehicle in a first lane of the road; the switching module 4552 is configured to display a navigation route switched from a first lane to a second lane in front of a vehicle, where the first lane and the second lane correspond to different forward directions, and the forward direction of the second lane is a forward direction of the navigation route; a route display module 4553 for displaying an accompanying route in response to the vehicle missing a lane change position for switching from the first lane to the second lane, wherein the accompanying route starts at a real-time position of the vehicle and ends at an end of the navigation route.

In some embodiments, the route display module 4553 is further configured to: when the vehicle misses a lane change position for switching from the first lane to the second lane, and there is a return route for switching from the real-time position of the vehicle to the second lane, an accompanying route for simultaneous display with the return route is displayed.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, the route display module 4553 is further configured to: when the return route is a non-violation route and any selection operation is not received within the waiting time period, the display of the accompanying route is stopped, and a navigation operation for guiding the vehicle to switch to the second lane is performed based on the return route.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, the route display module 4553 is further configured to: when the return route is an illegal route and a selection operation for the return route is received within the waiting period, a navigation operation for guiding the vehicle to switch to the second lane is performed based on the return route.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, the route display module 4553 is further configured to: when the return route is an illegal route and a selection operation for the return route is not received within the waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

In some embodiments, when the accompanying route and the returning route are displayed simultaneously, the route display module 4553 is further configured to: when a selection operation for the accompanying route is received within the waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to an end point of the navigation route based on the new navigation route is performed.

In some embodiments, when displaying the companion route, the route display module 4553 is further configured to: when a selection operation for the accompanying route is not received within the waiting period, continuing to perform a navigation operation for guiding the vehicle to an end point of the navigation route based on the navigation route; when a selection operation for the accompanying route is received within the waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to an end point of the navigation route based on the new navigation route is performed.

In some embodiments, the route display module 4553 is further configured to: when the vehicle misses the lane change position for switching from the first lane to the second lane, and there is no return route for switching from the real-time position of the vehicle to the second lane, an accompanying route for serving as a new navigation route is displayed.

In some embodiments, the route display module 4553 is further configured to: when the vehicle misses the lane change position for switching from the first lane to the second lane, and the return routes for switching from the real-time position of the vehicle to the second lane are all violation routes, the accompanying route is displayed.

In some embodiments, the route display module 4553 is further configured to: when the vehicle misses the lane change position for switching from the first lane to the second lane, and the return route for switching from the real-time position of the vehicle to the second lane is a non-violation route, the return route is displayed.

In some embodiments, the route display module 4553 is further configured to: when the real-time position of the vehicle reaches the traffic intersection and the lane different from the first lane in the road cannot be switched from the real-time position, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to reach the end point of the navigation route based on the new navigation route is performed.

In some embodiments, the switching module 4552 is further configured to: displaying at least one lane change position for switching from the first lane to the second lane; a navigation route is displayed that switches from the first lane to the second lane via the lane change position.

In some embodiments, the lane-change position at which the first lane is switched to the second lane is a latest lane-change position, the latest lane-change position being located at the first lane and being a last lane-change position at which the second lane is switched to in front of the vehicle; the switching module 4552 is further configured to: the accompanying route is displayed when the vehicle travels to the latest lane change position in the first lane and continues to maintain the heading of the first lane.

In some embodiments, the lane change position for switching from the first lane to the second lane is an optimal lane change position, and the navigation route for switching to the second lane via the optimal lane change position has optimal lane change parameters, wherein the optimal lane change parameters include any one of a maximum smoothness degree and a shortest lane change time consumption; the switching module 4552 is further configured to perform at least one of the following processes: displaying an accompanying route when the vehicle travels to an optimal lane change position in the first lane and continues to maintain a forward direction of the first lane; the accompanying route is displayed when the vehicle passes an optimal lane change position in the first lane, does not reach a latest lane change position, and continues to maintain the advancing direction of the first lane.

In some embodiments, the switching module 4552 is further configured to determine the plurality of lane change positions by: determining a latest lane change position for switching from the first lane to the second lane according to at least one of a driving speed of the vehicle, a traffic volume of the second lane and an interval parameter between the first lane and the second lane; selecting at least one optimal lane changing position different from the latest lane changing position between the real-time position and the latest lane changing position of the vehicle; wherein the spacing parameter includes at least one of a number of spaced lanes and a spacing distance.

In some embodiments, the route display module 4553 is further configured to: the navigation route and the accompanying route are displayed in a distinguishing way through different display parameters; wherein the display parameters include at least one of color, size, and line type.

In some embodiments, the vehicle navigation device 455 also includes a spacer identification module to: performing separator recognition processing between the first lane and the second lane; determining that there is no return route for switching from the real-time position of the vehicle to the second lane when it is recognized through the partition recognition processing that there is a partition that cannot be driven through; when it is recognized by the partition recognition processing that there is no partition that cannot be driven through, it is determined that there is a return route that switches from the real-time position of the vehicle to the second lane.

In some embodiments, the spacer identification module is further to: when the lane marking lines which are forbidden to change lanes are identified through the partition identification processing, determining the returning route as the illegal route; when it is recognized by the separator recognition process that there is no lane marking for which lane change is prohibited, the return route is determined as a non-violation route.

In some embodiments, the spacer identification module is further configured to perform any one of: inquiring in the electronic map according to the mark of the first lane and the mark of the second lane to obtain an isolator between the first lane and the second lane; and carrying out visual identification processing on the environment where the vehicle is located to obtain environment visual information, and determining the partition between the first lane and the second lane according to the environment visual information.

In some embodiments, the route display module 4553 is further configured to: determining an accompanying route starting from a real-time position of the vehicle when the vehicle satisfies an accompanying condition; wherein the accompanying conditions include any one of: lane change is prohibited by lane markings corresponding to the real-time position of the vehicle; the remaining driving distance of the vehicle corresponding to the lane marking for forbidding lane changing is greater than or equal to the driving distance threshold value; the remaining travel distance is less than the travel distance threshold and the travel speed is less than the travel speed threshold.

In some embodiments, the route display module 4553 is further configured to perform any one of the following: generating an accompanying route starting from a real-time position of the vehicle; an accompanying route starting from the real-time position of the vehicle is determined based on the historical accompanying route generated last time.

In some embodiments, the route display module 4553 is further configured to: determining a plurality of reachable lanes starting from the real-time position of the vehicle, and determining a distance between the first lane and each reachable lane; wherein the reachable lane support is switched in from the real-time position of the vehicle without violation; screening the multiple reachable lanes according to the distance to obtain at least one target reachable lane; and generating an accompanying route taking the real-time position of the vehicle as a starting point according to the first lane, the target reachable lane and the end point of the navigation route.

In some embodiments, the route display module 4553 is further configured to: regenerating an accompanying route starting from the real-time position of the vehicle when the number of historical accompanying routes is zero or the number of reachable historical accompanying routes is zero; when the number of reachable historical accompanying routes is one, taking the reachable historical accompanying routes as accompanying routes starting from the real-time position of the vehicle; when the number of reachable historical accompanying routes is plural, regarding the reachable historical accompanying route of which the route parameter satisfies the route parameter condition as an accompanying route starting from the real-time position of the vehicle; wherein the reachable historical companion route supports non-violating switching-ins from the real-time location of the vehicle; the route parameter includes at least one of a travel distance and a travel time.

In some embodiments, when the determined number of accompanying routes is multiple, the route display module 4553 is further configured to: determining route proportions corresponding to a plurality of accompanying routes respectively, and taking the accompanying routes meeting the route proportion conditions as accompanying routes to be displayed; wherein the route proportion comprises at least one of: a ratio between a travel time of the accompanying route and a travel time of the navigation route; a ratio between a travel distance of the accompanying route and a travel distance of the navigation route; the ratio between the traffic volume of the accompanying route and the traffic volume of the navigated route.

In some embodiments, the vehicle navigation device 455 also includes a lane identification module to: performing lane recognition processing on the vehicle to obtain a first lane where the vehicle is located; determining a lane closest to a first lane from a plurality of lanes included in the navigation route; and when the closest lane corresponds to a different advancing direction with the first lane, taking the closest lane as a second lane.

In some embodiments, the lane identification module is further to: any one of the following processes is performed: positioning the vehicle to obtain positioning information, and inquiring in an electronic map according to the positioning information to obtain a first lane where the vehicle is located; and carrying out visual identification processing on the environment where the vehicle is located to obtain environment visual information, and determining a first lane where the vehicle is located according to the environment visual information.

In some embodiments, the lane identification module is further configured to perform any one of: acquiring positioning information set for a vehicle; positioning processing based on a global positioning system is carried out on the vehicle to obtain positioning information; and carrying out positioning processing based on carrier phase difference on the vehicle to obtain positioning information.

Embodiments of the present application provide a computer program product or computer program comprising computer instructions (i.e., executable instructions) stored in a computer readable storage medium. The processor of the electronic device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the electronic device executes the vehicle navigation method described in the embodiment of the present application.

Embodiments of the present application provide a computer-readable storage medium having stored therein executable instructions that, when executed by a processor, cause the processor to perform a method provided by embodiments of the present application, for example, a vehicle navigation method as illustrated in fig. 3A, 3B, 3D, and 3E.

In some embodiments, the computer-readable storage medium may be memory such as FRAM, ROM, PROM, EPROM, EEPROM, flash, magnetic surface memory, optical disk, or CD-ROM; or may be various devices including one or any combination of the above memories.

In some embodiments, executable instructions may be written in any form of programming language (including compiled or interpreted languages), in the form of programs, software modules, scripts or code, and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.

By way of example, executable instructions may correspond, but do not necessarily have to correspond, to files in a file system, and may be stored in a portion of a file that holds other programs or data, such as in one or more scripts in a hypertext Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files that store one or more modules, sub-programs, or portions of code).

As an example, executable instructions may be deployed to be executed on one electronic device or on multiple electronic devices located at one site or distributed across multiple sites and interconnected by a communication network.

The above description is only an example of the present application, and is not intended to limit the scope of the present application. Any modification, equivalent replacement, and improvement made within the spirit and scope of the present application are included in the protection scope of the present application.

Claims

1. A method for navigating a vehicle, the method comprising:

2. The method of claim 1, wherein the displaying a companion route in response to the vehicle missing a lane change location to switch from the first lane to the second lane comprises:

displaying an accompanying route when the vehicle misses a lane change position where switching from the first lane to the second lane is performed, and there is a return route switching from a real-time position of the vehicle to the second lane, wherein the accompanying route is for simultaneous display with the return route.

3. The method of claim 2, wherein when the companion route and the return route are displayed simultaneously, the method further comprises:

when the regression route is a non-violation route and any selection operation is not received within the waiting time, stopping displaying the accompanying route, and executing a navigation operation for guiding the vehicle to switch to the second lane based on the regression route;

when the regression route is an illegal route and a selection operation for the regression route is received within the waiting time period, executing a navigation operation for guiding the vehicle to switch to the second lane based on the regression route;

when the regression route is an illegal route and a selection operation for the regression route is not received within the waiting time period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to reach the end point of the navigation route based on the new navigation route is performed.

4. The method of claim 2, wherein when the companion route and the return route are displayed simultaneously, the method further comprises:

when a selection operation for the accompanying route is received within a waiting period, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to an end point of the navigation route based on the new navigation route is performed.

5. The method of claim 1, wherein when displaying the companion route, the method further comprises:

when a selection operation for the accompanying route is not received within a waiting period, continuing to perform a navigation operation for guiding the vehicle to an end point of the navigation route based on the navigation route;

when a selection operation for the accompanying route is received within the waiting time period, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to an end point of the navigation route based on the new navigation route is performed.

6. The method of claim 1, wherein the displaying a companion route in response to the vehicle missing a lane change location to switch from the first lane to the second lane comprises:

displaying an accompanying route when the vehicle misses a lane change position where the vehicle is switched from the first lane to the second lane, and there is no return route where the vehicle is switched from a real-time position of the vehicle to the second lane, wherein the accompanying route is used as a new navigation route; alternatively, the first and second electrodes may be,

displaying an accompanying route when the vehicle misses a lane change position where the vehicle is switched from the first lane to the second lane, and a return route where the vehicle is switched from a real-time position to the second lane is a violation route.

7. The method of claim 1, further comprising:

displaying a return route when the vehicle misses a lane change position where the vehicle is switched from the first lane to the second lane, and the return route switched from a real-time position of the vehicle to the second lane is a non-violation route.

8. The method of claim 1, further comprising:

when the real-time position of the vehicle reaches a traffic intersection and the lane distinguished from the first lane in the road cannot be switched from the real-time position, the accompanying route is taken as a new navigation route, and a navigation operation for guiding the vehicle to reach the end point of the navigation route based on the new navigation route is performed.

9. The method of claim 1, wherein displaying the navigation route for switching from the first lane to the second lane ahead of the vehicle comprises:

displaying at least one lane change position for switching from the first lane to the second lane;

displaying a navigation route that switches from the first lane to the second lane via the lane change position.

10. The method of claim 1, wherein the lane-change position that switches from the first lane to the second lane is a latest lane-change position that is located on the first lane and is a last lane-change position that switches to the second lane ahead of the vehicle;

the displaying a companion route in response to the vehicle missing a lane change location to switch from the first lane to the second lane, comprising:

displaying an accompanying route when the vehicle travels to the latest lane change position in the first lane and continues to maintain a heading of the first lane.

11. The method of claim 1, further comprising:

performing a partition recognition process between the first lane and the second lane;

determining that there is no return route to switch from the real-time position of the vehicle to the second lane when it is recognized that there is an obstacle that cannot be driven through the obstacle recognition processing;

determining that a return route switching from the real-time position of the vehicle to the second lane exists when it is recognized by the partition recognition processing that there is no partition that cannot be driven through.

12. The method according to claim 11, when it is recognized by the spacer recognition processing that there is no barrier that cannot be driven through, the method further comprising:

determining the regression route as an illegal route when the existence of the lane marking for which lane change is prohibited is identified through the partition identification processing;

determining the return route as a non-violation route when it is recognized by the separator recognition process that there is no lane-marking prohibiting lane change.

13. The method of claim 1, wherein prior to said displaying the companion route, the method further comprises:

determining an accompanying route starting from a real-time location of the vehicle when the vehicle satisfies an accompanying condition;

wherein the accompanying condition includes any one of:

lane change is prohibited by lane markings corresponding to the real-time position of the vehicle;

the remaining driving distance of the vehicle corresponding to the lane marking for which lane changing is forbidden is greater than or equal to a driving distance threshold value;

the remaining travel distance is less than the travel distance threshold and the travel speed is less than the travel speed threshold.

14. The method of claim 13, wherein the determining the accompanying route starting from the real-time location of the vehicle comprises:

any one of the following processes is performed:

generating an accompanying route starting from a real-time location of the vehicle;

and determining an accompanying route taking the real-time position of the vehicle as a starting point according to the historical accompanying route generated last time.

15. The method of claim 14, wherein the generating the companion route starting from a real-time location of the vehicle comprises:

determining a plurality of reachable lanes starting from a real-time position of the vehicle, and determining a distance between the first lane and each of the reachable lanes; wherein the reachable lane support is switched in from a real-time location of the vehicle without violation;

screening the plurality of reachable lanes according to the distance to obtain at least one target reachable lane;

generating an accompanying route with the real-time position of the vehicle as a starting point according to the first lane, the target reachable lane and the end point of the navigation route.

16. The method of claim 14, wherein determining the companion route starting from the real-time location of the vehicle based on the most recently generated historical companion route comprises:

regenerating an accompanying route starting from a real-time position of the vehicle when the number of historical accompanying routes is zero or the number of reachable historical accompanying routes is zero;

when the number of the historical accompanying routes reachable is one, taking the historical accompanying routes reachable as accompanying routes starting from the real-time position of the vehicle;

when the number of the historical accompanying routes that are reachable is plural, taking the reachable historical accompanying routes whose route parameters satisfy the route parameter conditions as accompanying routes starting from the real-time position of the vehicle;

wherein the historical companion route being reachable supports non-violating switching-ins from a real-time location of the vehicle; the route parameter includes at least one of a travel distance and a travel time.

17. The method of claim 1, further comprising:

performing lane recognition processing on the vehicle to obtain a first lane where the vehicle is located;

determining a lane closest to the first lane among a plurality of lanes included in the navigation route;

and when the closest lane corresponds to a different advancing direction with the first lane, taking the closest lane as a second lane.

18. A vehicular navigation apparatus, characterized in that the apparatus comprises:

19. An electronic device, comprising:

a memory for storing executable instructions;

a processor for implementing the vehicle navigation method of any one of claims 1 to 17 when executing executable instructions stored in the memory.

20. A computer-readable storage medium storing executable instructions for implementing the vehicle navigation method of any one of claims 1 to 17 when executed by a processor.