CN113470411B

CN113470411B - Vehicle navigation method, device, electronic equipment and computer readable storage medium

Info

Publication number: CN113470411B
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: 2023-08-22
Anticipated expiration: 2041-06-30
Also published as: CN113470411A

Abstract

The application provides a vehicle navigation method, a 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 the road, and a real-time location of the vehicle in a first lane of the road; displaying a navigation route which is switched from a first lane to a 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; responsive to the vehicle crossing a lane change position that switches from the first lane to the second lane, a concomitant route is displayed, wherein the concomitant route starts at a real-time position of the vehicle and ends at an end of the navigation route. The application can reduce the whole running time of the vehicle and the time cost of the user, and avoid the waste of calculation resources.

Description

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

Technical Field

The present application relates to internet of vehicles, and more particularly, to a vehicle navigation method, apparatus, electronic device, and 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, vehicle navigation mainly refers to calculating a navigation route according to a start point and an end point set by a user, and guiding the user to drive the vehicle to the end point according to the navigation route.

During the navigation of a vehicle, the vehicle may deviate from the navigation route due to the influence of various factors (such as a user driving error, a certain lane being repaired and not passing, etc.). In the scheme provided by the related art, for this case, it is common to directly exit the navigation route and re-navigate by resetting the start point and the end point by the user. However, this approach can result in an increase in the overall travel time of the vehicle and the time costs of the user, as well as a waste of computing resources for the electronic device to navigate.

Disclosure of Invention

The embodiment of the application provides a vehicle navigation method, a device, electronic equipment and a computer readable storage medium, which can effectively remind a vehicle under the condition that the vehicle possibly deviates from a navigation route, so that the whole driving duration of the vehicle and the time cost of a 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 which is switched from the first lane to a second lane in front of a driver, wherein the first lane corresponds to different advancing directions with the second lane, and the advancing direction of the second lane is the advancing direction of the navigation route;

responsive to the vehicle missing a lane change position to switch from the first lane to the second lane, a concomitant route is displayed, wherein the concomitant route starts at a real-time position 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 position of a vehicle in a first lane of the road;

a switching module, configured to display a navigation route that is switched from the first lane to a second lane in front of a driver, where the first lane and the second lane correspond to different forward directions, and the forward direction of the second lane is the forward direction of the navigation route;

And a route display module for displaying an accompanying route in response to the vehicle missing a lane change position switching from the first lane to the second lane, wherein the accompanying route starts from a real-time position of the vehicle and ends from an end point 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 realizing the vehicle navigation method provided by the embodiment of the application when being executed by a processor.

The embodiment of the application has the following beneficial effects:

the method includes displaying a plurality of lanes in a road and a real-time position of the vehicle in a first lane of the road during traveling of the vehicle, and displaying an accompanying route starting from the real-time position of the vehicle and ending at an end point of a navigation route when the vehicle misses a lane change position at which the vehicle is switched from the first lane to a second lane into which the vehicle should travel. Therefore, before the vehicle actually deviates from the navigation route, the method can effectively remind the user by displaying the accompanying route, so that the user can conveniently and quickly determine the subsequent advancing direction, the overall running duration of the vehicle and the time cost of the user are reduced, and meanwhile, the electronic equipment can also improve the actual utilization rate of the consumed computing resources in the navigation process.

Drawings

Fig. 1 is a schematic architecture diagram of a vehicle navigation system according to an embodiment of the present application;

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

fig. 3A is a schematic flow chart of a vehicle navigation method according to an embodiment of the present application;

fig. 3B is a schematic flow chart of a vehicle navigation method according to an embodiment of the present application;

FIG. 3C is a schematic flow chart of identifying and determining a regression line of a separator according to an embodiment of the present application;

FIG. 3D is a flowchart illustrating a vehicle navigation method according to an embodiment of the present application;

FIG. 3E is a flowchart of a vehicle navigation method according to an embodiment of the present application;

FIGS. 4A-4B are schematic diagrams of a navigation interface provided by an embodiment of the present application;

FIGS. 5A-5E are schematic diagrams of a navigation interface provided by an embodiment of the present application;

FIGS. 6-10 are schematic diagrams of a navigation interface provided by an embodiment of the present application;

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

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

Detailed Description

The present application will be further described in detail with reference to the accompanying drawings, for the purpose of making the objects, technical solutions and advantages of the present application more apparent, and the described embodiments should not be construed as limiting the present application, and all other embodiments obtained by those skilled in the art without making any inventive effort are within the 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 to be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments and can be combined with one another without conflict.

In the following description, the terms "first", "second", "third" and the like are merely used to distinguish similar objects and do not represent a particular ordering of the objects, it being understood that the "first", "second", "third" may be interchanged with a particular order or sequence, as permitted, to enable embodiments of the application described herein to be practiced otherwise than as illustrated or described herein. In the following description, the term "plurality" refers to 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 application only and is not intended to be limiting of the application.

Before describing embodiments of the present application in further detail, the terms and terminology involved in the embodiments of the present application will be described, and the terms and terminology involved in the embodiments of the present application will be used in the following explanation.

1) And (3) road: refers to an infrastructure in a traffic network for vehicles to pass through. In the embodiment of the application, the road comprises a plurality of lanes (also called lines and roadways), for example, a certain road comprises a passing lane, a fast lane and a slow lane. The road includes a plurality of lanes separated by lane markings, which are traffic facilities provided on the road and indicated by lines, and may include, for example, a white broken line (lane change permitted) and a white solid line (lane change prohibited).

2) Navigation route: refers to a route calculated from a set start point and end point, i.e., a series of roads starting from the start point and ending at the end point. In the embodiment of the application, the navigation route may include a lane suggested to travel on each road to be traversed, or may not distinguish lanes, or may distinguish lanes on a part of roads, or may not distinguish lanes on a part of roads.

3) The accompanying route: the present application relates to a navigation system, and more particularly to a navigation system for a vehicle, which is capable of facilitating a user to quickly determine a subsequent forward direction by displaying a concomitant route, which is different from a navigation route, by referring to a route starting from a real-time position of the vehicle and ending from a destination of the navigation route.

4) Regression route: refers to a route from a real-time position of a vehicle to a second lane on the basis of the vehicle missing a lane change position to switch from the first lane to the second lane. In embodiments of the present application, the regression route may be distinct from the navigation route or may be part of the navigation route.

5) A spacer: refers to a spacer (or barrier) between lanes (as between lanes of a road, or between lanes of different roads). In the embodiment of the application, the spacers comprise two types of non-driving spacers and driving spacers, wherein the non-driving spacers refer to non-driving (i.e. physical isolation) physically, such as pavement edges, guardrails, walls, road pavement edges, protection nets and the like; the traversable spacer means being physically traversable. Further, the lane-changing enabled spacers may include lane markings (e.g., white dashed lines) that allow lane-changing and lane markings (e.g., white solid lines) that prohibit lane-changing, where lane-changing prohibited refers to lane-changing prohibited under traffic regulations but physically capable of supporting vehicle travel.

6) Violation route: the non-violating route refers to a route in which the running process violates the traffic regulations, and the opposite non-violating route refers to a route in which the running process does not violate the traffic regulations. In some scenarios, the vehicle may travel along an offending route, such as an police, fire, ambulance, or engineering truck, etc., that may not be limited by traffic regulations while performing an emergency task.

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

Referring to fig. 1, fig. 1 is a schematic diagram of an architecture of a vehicle navigation system 100 according to 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 the two.

In some embodiments, taking an electronic device as an example of a terminal device, the vehicle navigation method provided by the embodiment of the application may be implemented by the terminal device. For example, the terminal device 400 may display a plurality of lanes in the road and a real-time position of the vehicle in a first lane of the road at the navigation interface; displaying a navigation route which is switched from a first lane to a 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; responsive to the vehicle crossing a lane change position that switches from the first lane to the second lane, a concomitant route is displayed, wherein the concomitant route starts at a real-time position of the vehicle and ends at an end of the navigation route.

In some embodiments, the vehicle navigation method provided by the embodiment of the present application may be implemented by cooperation of a terminal device and a server. For example, the terminal device 400 may transmit the start point and the end point input by the user to the server 200, and the server 200 determines the navigation route according to the received start point and end point and transmits the navigation route to the terminal device 400. The terminal apparatus 400 displays a plurality of lanes in the road and a real-time position of the vehicle in a first lane of the road in the navigation interface; and displaying a navigation route which is switched from the first lane to the second lane in front of the vehicle, wherein the first lane corresponds to different advancing directions with the second lane, 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 start point and with the end point of the navigation route as an end point when the server 200 determines that the vehicle has missed the lane change position of 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 that is different from the navigation route are shown in fig. 1 in the navigation interface.

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; a Native Application (APP), i.e. a program that needs to be installed in an operating system to run; the method can also be an applet, namely a program which can be run only by being downloaded into a browser environment; but also an applet that can be embedded in any APP, where the applet can be run or shut down by the 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, or may be a server cluster or a distributed system formed by a plurality of physical servers, or may be a cloud server that provides cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (Content Delivery Network, CDN), and basic cloud computing services such as big data and artificial intelligence platforms, where the cloud services may be vehicle navigation services for the terminal device 400 to call. The terminal device 400 may be, but is not limited to, a smart phone, a tablet computer, a notebook computer, a desktop computer, an intelligent voice interaction device, an intelligent home appliance, a vehicle-mounted terminal, and the like. The terminal device and the server may be directly or indirectly connected through wired or wireless communication, which is not limited in the embodiment of the present application.

Taking the electronic device provided by the embodiment of the present application as an example of a terminal device, it can be understood that, in the case where the electronic device is a server, portions (such as a user interface, a presentation module, and an 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, and the terminal device 400 shown in fig. 2 includes: at least one processor 410, a memory 450, at least one network interface 420, and a user interface 430. The various components in terminal device 400 are coupled together by bus system 440. It is understood that the bus system 440 is used to enable connected communication between these components. The bus system 440 includes a power bus, a control bus, and a status signal bus in addition to the data bus. But for clarity of illustration the various buses are labeled in fig. 2 as bus system 440.

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

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

Memory 450 includes volatile memory or nonvolatile memory, and may also 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, random Access Memory). The memory 450 described in embodiments of the present application is intended to comprise any suitable type of memory.

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

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

a network communication module 452 for accessing other electronic devices via one or more (wired or wireless) network interfaces 420, the exemplary network interface 420 comprising: bluetooth, wireless compatibility authentication (WiFi), and universal serial bus (USB, universal Serial Bus), etc.;

a presentation module 453 for enabling presentation of information (e.g., a user interface for operating peripheral devices and displaying content and information) via one or more output devices 431 (e.g., a display screen, speakers, etc.) associated with the 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 in the embodiments of the present application may be implemented in software, and fig. 2 shows the vehicle navigation device 455 stored in the memory 450, which may be software in the form of a program and a plug-in, and includes the following software modules: the road display module 4551, the switching module 4552 and the route display module 4553 are logical, and thus may be arbitrarily combined or further split according to the functions implemented. The functions of the respective modules will be described hereinafter.

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

Referring to fig. 3A, fig. 3A is a schematic flow chart of a vehicle navigation method according to an embodiment of the present application, and the steps shown in fig. 3A will be described.

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

For example, a plurality of lanes in a road where a 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, roads other than the road on which the vehicle is located may also be displayed to assist the user in knowing the surrounding road conditions.

As an example, fig. 4A shows a navigation interface including a road 1 where a vehicle is located, a real-time position in a first lane of the road 1 (represented by a vehicle shape in fig. 4A), and for the road 1, a second lane corresponding to a different advancing direction from the first lane is shown in addition to the first lane. In addition, the navigation interface also includes a road 2 and a road 3.

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

In step 102, a navigation route is displayed that switches from a first lane to a second lane in front of the vehicle, wherein the first lane corresponds to a different heading than the second lane, and the heading of the second lane is the heading of the navigation route.

The navigation route may be a route determined according to a set starting point and an ending point (such as a non-violation route), and the navigation route may include a lane proposed to travel on each road to be traversed, or may not distinguish lanes, or may distinguish lanes on a part of the roads, or may not distinguish lanes on a part of the roads.

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

Taking the case where a navigation route that includes a lane to be passed on each road traversed is used as an example of a case where lanes are distinguished on each road traversed, fig. 4B shows a navigation route for prompting a user to switch a vehicle from a first lane to a second lane, in which 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 to be traversed is unchanged).

In step 103, responsive to the vehicle crossing the lane-change position switching from the first lane to the second lane, a concomitant route is displayed, wherein the concomitant route starts with the real-time position of the vehicle and ends with the end of the navigation route.

Here, when the vehicle crosses the lane change position that switches 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, which is a route (e.g., a non-offending route) determined starting from the real-time position of the vehicle and ending at the end of the navigation route. Similar to the navigation route, the accompanying route may distinguish lanes on each road passing by (i.e., the recommended driving lane), may not distinguish lanes on each road, or may, of course, distinguish lanes on some roads and not distinguish lanes on some roads.

Taking the case where the accompanying route distinguishes lanes on each road through which the accompanying route passes as an example, fig. 4B also shows the accompanying route for prompting the user to drive the vehicle straight. Thus, the user can quickly determine the forward direction according to the navigation route and the accompanying route, thereby reducing the overall running duration of the vehicle and saving the time cost of the user.

In some embodiments, the above-described display of the accompanying route in response to the vehicle crossing the lane-change position to switch from the first lane to the second lane may be achieved by: when the vehicle misses a lane change position that switches from the first lane to the second lane, and there is a return route that switches from the real-time position of the vehicle to the second lane, a concomitant route is displayed, wherein the concomitant route is for simultaneous display with the return route.

Here, the return route refers to a route that can guide the vehicle to switch from the real-time position to the second lane, and the return route refers to a route that can be physically traveled, and may be a violation route or a non-violation route. When the vehicle misses the lane change position that switches from the first lane to the second lane, and there is a return route, the accompanying route and the return route may be displayed at the same time. It should be noted that, in the embodiment of the present application, the regression route may be different from the navigation route or may be a part of the navigation route.

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

On the basis of the displayed regression route, whether the regression route is a offending route or a non-offending route, when any selection operation is not received within the waiting period, the display of the accompanying route may be stopped, and a navigation operation of guiding the vehicle to switch to the second lane may be performed based on the regression route. The navigation operation in the embodiment of the application may refer to continuous display, or may refer to synchronous output of corresponding prompts in a text, voice or vibration mode, and the same applies below. The selection operation in the embodiment of the present application may be a touch operation (such as clicking or long-pressing a certain route), or a non-touch operation (such as selecting a certain route by means of voice input or selecting a certain route by means of gesture input), which is not limited. The waiting time in the embodiment of the application can be set according to the actual application scene, for example, 5 seconds.

In addition, when the regression route is a rule violation route, a corresponding rule violation prompt can be output when the regression route is displayed, and the output mode of the rule violation prompt is not limited in the embodiment of the application, for example, the rule violation prompt can be text, voice or vibration, and the like, and the rule violation prompt displayed in association with the regression route is shown in fig. 5A.

In some embodiments, when the concomitant route and the regressive route are displayed simultaneously, further comprising: and stopping displaying the accompanying route when the regression route is a non-violation route and no arbitrary selection operation is received within the waiting time, and executing a navigation operation for guiding the vehicle to switch to the second lane based on the regression 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-offending route (as in fig. 5B, the lane markings through which the return route passes allow lane changes), and any selection operation is not received within the waiting 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 the navigation operation of guiding the vehicle to switch to the second lane may be performed based on the return route.

In some embodiments, when the concomitant route and the regressive route are displayed simultaneously, further comprising: and when the regression route is the offending route and the selection operation for the regression route is received within the waiting period, performing the navigation operation of guiding the vehicle to switch to the second lane based on the regression route.

As an example, referring to fig. 5C, in the course of simultaneously displaying the accompanying route and the returning route, when the returning route is the offending route (as in fig. 5C, the lane marking through which the returning route passes prohibits lane change), and the selection operation for the returning route is received within the waiting period, it is determined that there is a need for the user to switch to the second lane (e.g., driving a police car, a fire truck, an ambulance, or an engineering truck, etc. to perform an emergency task), and thus, the navigation operation of guiding the vehicle to switch to the second lane is performed based on the returning route. Meanwhile, a violation prompt corresponding to the regression route can be output to remind a possible risk; the display of the accompanying route may also be stopped to avoid interference with the user.

In some embodiments, when the concomitant route and the regressive route are displayed simultaneously, further comprising: when the return route is the offending route and the 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 of 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 returning route, when the returning route is the offending route (as in fig. 5D, the lane markings through which the returning route passes prohibit lane change), and a selection operation for the returning route is not received within the waiting period, since there is a certain traveling risk of the offending route, it is possible to take the accompanying route as a new navigation route, and perform a navigation operation of guiding the vehicle to the end point of the original navigation route based on the new navigation route. Meanwhile, for the regression route and the original navigation route, the display can be stopped so as to avoid interference to the user.

In some embodiments, when the concomitant route and the regressive 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 of 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. 5E, in the process of simultaneously displaying the accompanying route and the returning route, when the returning route is the offending route, if 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 of guiding the vehicle to the end point of the original navigation route based on the new navigation route is performed.

For another example, if a selection operation for the accompanying route is received within the waiting period, the accompanying route may be set 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 without distinguishing whether the regression route is the offending route or the non-offending route.

Wherein, while taking the accompanying route as a new navigation route and executing navigation operation, the display can be stopped for the regression route and the original navigation route so as to avoid causing interference to the user.

In some embodiments, when displaying the accompanying route, further comprising: when the selection operation for the accompanying route is not received within the waiting period, continuing to perform the navigation operation of guiding the vehicle to the destination 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 of 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. 6, in displaying the accompanying route, when the selection operation for the accompanying route is not received within the waiting period, it may be considered that the user does not need to travel in accordance with the accompanying route, and the navigation operation of guiding the vehicle to the end point of the navigation route based on the navigation route may be continued, at which time the display of the accompanying route may be stopped. When a selection operation for the accompanying route is received within the waiting period, it is determined that there is a need for the user to travel along the accompanying route, 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 accompanying route, further comprising: when an arbitrary selection operation is not received within the waiting 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 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 period, the user defaults to select the accompanying route as a new navigation route, and performs a navigation operation of guiding the vehicle to the end point of the original navigation route based on the new navigation route, while the display of the original navigation route may be stopped.

In some embodiments, the above-described display of the accompanying route in response to the vehicle crossing the lane-change position to switch from the first lane to the second lane may be achieved by: when the vehicle misses a lane change position that switches from the first lane to the second lane, and there is no return route that switches from the real-time position of the vehicle to the second lane, a concomitant route is displayed, wherein the concomitant route is used as a new navigation route.

As an example, referring to fig. 7, when the vehicle passes through the lane change position that switches from the first lane to the second lane, and there is no return route that switches 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 already impossible to switch to the second lane, an accompanying route is displayed that is used as a new navigation route. At the same time, the display of the original navigation route may be stopped.

The regression route may be any route that can be physically traveled, or may be a non-violating route. 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 that there is no return route may also be output to prompt the user not to switch to the second lane.

In some embodiments, the above-described display of the accompanying route in response to the vehicle crossing the lane-change position to switch from the first lane to the second lane may be achieved by: when the vehicle misses the lane change position switching from the first lane to the second lane, and the regression routes switching from the real-time position of the vehicle to the second lane are all illegal routes, the accompanying routes are displayed.

As an example, referring to fig. 4B, in fig. 4B, the vehicle has crossed the lane change position switching from the first lane to the second lane, and the return route switching from the real-time position of the vehicle to the second lane needs to pass through lane markings prohibiting the lane change, i.e., all the return routes are offending routes, at which time the accompanying route may be displayed. Meanwhile, a prompt that all regression routes are illegal routes can be output to prompt that the behavior of switching to the second vehicle road has a certain risk.

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

As an example, referring to fig. 8, in fig. 8, the vehicle has been shifted by the lane change position from the first lane to the second lane, and the lane markings through which the returning route from the real-time position of the vehicle to the second lane needs to be shifted all allow lane change, i.e., the returning route is a non-offending route, at which time the returning route may be displayed to suggest that the traveling can be performed without risk in accordance with the returning route.

In some embodiments, between any of the steps, further comprising: when the real-time position of the vehicle reaches the traffic intersection and it is impossible to switch from the real-time position to a lane different from the first lane in the road, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to 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 drive is less than the distance threshold, it is determined that the real-time location of the vehicle reaches the traffic intersection. When the nearest spacers on both sides of the real-time position of the vehicle are any one of the spacers that cannot be driven through and the lane markings that prohibit lane changing, it is determined that the lane that is different from the first lane from the road (the road on which the first lane is located) cannot be switched from the real-time position of the vehicle.

As an example, referring to fig. 9, when the real-time position of the vehicle reaches the 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 traveling according to the original navigation route has been impossible, and therefore, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to the end point of the navigation route based on the new navigation route is performed. At the same time, the display of the original navigation route may be stopped.

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

In the embodiment of the application, in order to highlight the distinction between the navigation route and the accompanying route, the navigation route and the accompanying route may be distinguished and displayed 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 differently displayed in different colors.

In addition, when the regression route is required to be displayed, the navigation route and the regression route may be displayed differently by different display parameters, or the navigation route, the regression route and the accompanying route may be displayed differently by different display parameters. In the case where the regression route is regarded as a part of the navigation route, the navigation route and the regression route can be displayed by the same display parameter.

As shown in fig. 3A, the embodiment of the application can identify the possibility that the vehicle deviates from the navigation route by means of prejudging (i.e. determining whether the vehicle misses the lane change position), and effectively reminds by means of displaying the accompanying route, so that the user can accurately and rapidly determine the subsequent advancing direction, and the overall running duration of the vehicle and the time cost of the user are reduced. Meanwhile, for the electronic equipment, the actual utilization rate of the consumed computing resources in the navigation process can be improved.

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

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

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 3 lane change positions in the first lane are illustrated in fig. 10 as an example, wherein the identification of the lane change positions shown in fig. 10 is only an example and does not constitute a limitation of the embodiment of the present application. Therefore, the user can be effectively prompted to timely change the lane without violations through the shown lane change position.

It should be noted that, in the embodiment of the present application, 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 all located before the partition (i.e., the guard rail shown in fig. 10) as seen 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 part of the lane change positions (e.g. a certain lane change position or all lane change positions), a navigation route from the first lane and switching to the second lane via the lane change position may also be displayed, as shown in fig. 10 for a navigation route from the first lane and switching to the second lane via the lane change position 1. In the embodiment of the application, besides displaying the lane change position and switching the navigation route from the first lane to the second lane via the lane change position, the corresponding prompt can be synchronously output in a text, voice or vibration mode and the like.

In some embodiments, the above-described display of the accompanying route in response to the vehicle crossing the lane-change position to switch from the first lane to the second lane may be achieved by: when the vehicle travels to the latest lane change position in the first lane and continues to keep the forward direction of the first lane, the accompanying route is displayed.

For example, when the vehicle travels to the latest lane change position in the first lane and continues to keep the forward direction of the first lane (i.e., the forward direction of the vehicle coincides with the forward direction of the first lane), if it is determined that the vehicle misses the latest lane change position, no more lane change (i.e., lane change to the second lane) is performed without violating, and at this time, the accompanying route is displayed. Wherein the latest lane change position is the last lane change position in front of the car, as shown in fig. 10 for lane change position 3.

It should be noted that a steering wheel parameter of the vehicle (for indicating a rotation condition of the steering wheel) may be acquired, and whether the advancing direction of the vehicle coincides with the advancing direction of the first lane may be determined according to the steering wheel parameter. For example, the steering wheel parameter may be periodically acquired (e.g., acquired once a second) during the running of the vehicle, and when the steering wheel parameter acquired when the vehicle runs to the latest lane change position in the first lane is consistent with the steering wheel parameter acquired last time or the difference between the two is smaller than the difference threshold value, it is proved that the steering wheel of the vehicle does not rotate or the rotation amplitude is smaller during the period, and at this time, it is determined that the advancing direction of the vehicle is consistent with the advancing direction of the first lane; and determining that the advancing direction of the vehicle is inconsistent 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 a difference threshold value.

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

Here, the navigation route that is 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 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, the lane change position 1 and the lane change position 2 may be both the optimal lane change positions.

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

1) When the vehicle travels to the optimal lane change position in the first lane and continues to maintain the forward direction of the first lane, the accompanying route is displayed.

2) When the vehicle passes through the optimal lane change position in the first lane, does not reach the latest lane change position, and continues to maintain the forward direction of the first lane, the accompanying route is displayed.

Therefore, the predictability of vehicle navigation can be further enhanced, and the user can be helped to timely select a route meeting the self-demand for driving.

In some embodiments, prior to step 201, further comprising: a plurality of lane change locations is determined by: determining a latest lane change position for switching from the first lane to the second lane based on at least one of a travel speed of the vehicle, a flow rate of the second lane, and an interval parameter between the first lane and the second lane; selecting at least one optimal lane change position different from the latest lane change position between the real-time position and the latest lane change 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 from at least one of the running speed of the vehicle (real-time running speed or average running speed over a period of time in the past), the traffic flow of the second lane (real-time traffic flow or average traffic flow over a period of time in the past), and the interval parameter between the first lane and the second lane, wherein the interval parameter includes at least one of the number of interval lanes and the interval distance.

The latest lane change distance is the distance between the real-time position of the vehicle and the latest lane change position, and is inversely related to the running speed, the traffic flow and the interval parameters. For example, when the running speed of the vehicle is faster, lane change is less likely, and the latest lane change distance is smaller; when the traffic flow of the second lane is larger, the second lane is not easy to switch to, 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 and the latest lane change position of the vehicle, for example, the optimal lane change parameters are selected, and the distance between adjacent lane change positions is selected at intervals according to the set selection distance, for example, 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 determined only one lane change position. Through the mode, the accuracy of the determined lane change position can be improved, and effective prompt is realized.

As shown in fig. 3B, the embodiment of the present application can effectively prompt a user to change lanes by displaying at least one lane change position and a navigation route from a first lane to a second lane via the lane change position; when the vehicle misses the latest lane change position, the possibility that the vehicle deviates from the navigation route is determined, and the accompanying route is displayed for prompting, so that the overall running duration of the vehicle and the time cost of a user can be reduced.

In some embodiments, referring to fig. 3C, fig. 3C is a schematic flow chart of separator identification provided in an embodiment of the present application, and the steps will be described in connection with the description.

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

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

In some embodiments, the above-described separation identification process between the first lane and the second lane may be implemented in such a way that: any one of the following processes is performed: inquiring in the electronic map according to the identification of the first lane and the identification of the second lane to obtain a separator between the first lane and the second lane; and performing visual recognition processing on the environment where the vehicle is located to obtain environment visual information, and determining a separator between the first lane and the second lane according to the environment visual information.

The embodiments of the present application provide two exemplary ways of spacer identification processing. In the first way, since information of each lane (usually represented by a sign) and a spacer between lanes is recorded in an electronic map (such as a high-definition map), query processing can be performed in the electronic map according to the sign of the first lane and the sign of the second lane, so as to obtain the spacer between the first lane and the second lane. The vehicle can be subjected to positioning processing to obtain positioning information, and query processing is performed in the electronic map according to the positioning information to obtain the identification of the first lane where the vehicle is located, and meanwhile, the identification of the second lane can be obtained. In this way, the spacers can be determined more quickly while conserving computing resources.

The second mode is that the environment where the vehicle is located is visually identified to obtain environment visual information, and a separator between the first lane and the second lane is determined according to the environment visual information. For example, an image of the surrounding environment of the vehicle may be acquired by a camera mounted in the vehicle or a camera in a terminal device held by a user driving the vehicle, and the image may be subjected to a visual recognition process, such as a visual recognition process performed by a specific visual recognition model (e.g., a neural network model), to obtain the environmental visual information. And determining the separator between the first lane and the second lane according to the environmental visual information. In this way, the spacers can be determined more accurately.

Any one of the two modes can be selected according to the requirements in the practical application scene.

In step 302, when it is recognized by the separator recognition process that there is a separator that cannot be driven through, it is determined that there is no regression line that switches from the real-time position of the vehicle to the second lane.

After the partition identification process, when a partition (such as a curb, a guardrail, a wall, a road surface paving edge or a protective net or the like) which cannot be driven through exists between the first lane and the second lane, it is determined that a regression route which is switched from the real-time position of the vehicle to the second lane does not exist, wherein the regression route refers to any route which can be driven.

In step 303, when it is recognized by the separator recognition process that there is no separator that cannot pass through, it is determined that there is a return route to switch from the real-time position of the vehicle to the second lane.

After the separator identification process, when no separator which can not pass through exists between the first lane and the second lane, the separator identification process proves that the real-time position of the vehicle can be supported to be switched to the second lane physically, and then a regression route for switching from the real-time position of the vehicle to the second lane is determined.

In fig. 3C, after step 303, the regression route may also be determined as the violation route in step 304 when the presence of the lane-marking prohibiting lane change is recognized through the separator recognition process.

When there is no travelable spacer between the first lane and the second lane, the following two cases may be included. In the first case, there is a lane marking (e.g., a white solid line) that prohibits lane change between the first lane and the second lane, at this time, it may be determined that the regression line would violate the traffic regulations, i.e., the regression line is determined as the violation line.

In step 305, when it is recognized by the separator recognition process that there is no lane marking prohibiting lane change, the regression route is determined as a non-violating route.

In the second case, there is no lane marking (e.g., a white dotted line that allows lane changing exists between the first lane and the second lane) that prohibits lane changing between the first lane and the second lane, at this time, it may be determined that the regression route does not violate the traffic regulations, that is, it is determined that the regression route is a non-violating route.

As shown in fig. 3C, the embodiment of the present application can accurately determine whether a regression route exists and whether the regression route is illegal through the manner of the separator identification process.

In some embodiments, referring to fig. 3D, fig. 3D is a schematic flow chart of a vehicle navigation method according to an embodiment of the present application, and step 103 shown in fig. 3A may be implemented by step 401 and step 402, and will be described in connection with each step.

In step 401, when the vehicle misses a lane change position that switches from a first lane to a second lane, and the vehicle satisfies a concomitant condition, a concomitant route that starts from a real-time position of the vehicle is determined.

Here, the determination timing of the accompanying route may be constrained by the set accompanying condition, and when the vehicle satisfies the accompanying condition, it is proved that the user needs the accompanying route as a reference for traveling. Wherein the accompanying condition includes any one of the following: lane markings corresponding to the real-time position of the vehicle prohibit lane changing, for example, lane markings nearest to both sides (or either side) of the real-time position of the vehicle prohibit lane changing, at which time the vehicle may deviate from the original navigation route without violating regulations, thus requiring an accompanying route for reference; the remaining driving distance of the vehicle corresponding to the lane marking of the lane change prohibition is greater than or equal to the driving distance threshold, wherein the remaining driving distance refers to the distance required to drive the vehicle out of the lane marking of the lane change prohibition (after the vehicle exits the lane marking of the lane change prohibition, the lane marking on both sides or any side of the real-time position of the vehicle is nearest to allow the lane change, or the real-time position of the vehicle is also likely to be located in a traffic intersection), and in the case that the remaining driving distance is greater than or equal to the driving distance threshold, the user is considered to be unclear how the vehicle is driven next, so that the 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, and the travel speed may be a real-time travel speed or an average travel speed over a period of time, and in the case where 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 thus the accompanying route is determined.

It is worth noting that the respective accompanying conditions can be determined specifically according to the condition of the spacer existing between the first lane and the second lane. For example, when the separator existing between the first lane and the second lane is a lane marking that prohibits lane change, the corresponding accompanying conditions include any one of the following: the remaining driving distance of the vehicle corresponding to the lane marking of the forbidden lane is greater than or equal to the driving distance threshold; the remaining travel distance is less than the travel distance threshold and the travel speed is less than the travel speed threshold. When the separator existing between the first lane and the second lane is a separator which can not be driven through, the corresponding accompanying condition is that lane markings corresponding to the real-time positions of the vehicles are forbidden to change lanes.

In some embodiments, the above-described determination of the concomitant route starting from the real-time location of the vehicle may be accomplished in such a way that: any one of the following processes is performed: generating an accompanying route starting from the real-time position of the vehicle; from the last generated historical accompanying route, an accompanying route is determined that starts from the real-time location of the vehicle.

The embodiment of the application provides two ways of determining the accompanying route, namely, generating the accompanying route taking the real-time position of the vehicle as a starting point in real time, and determining the accompanying route taking the real-time position of the vehicle as the starting point according to the last generated historical accompanying route, wherein any way can be selected according to the requirements in actual application scenes. For example, when the partition between the first lane and the second lane is a lane marking that prohibits lane changing, generating a concomitant route; when the real-time position of the vehicle reaches the traffic intersection and can not be switched to a lane different from the first lane in the road from the real-time position, generating an accompanying route; when the partition between the first lane and the second lane is a non-traversable partition, determining a current accompanying route according to the last generated historical accompanying route.

In some embodiments, the generation of the concomitant route starting from the real-time location of the vehicle described above may be accomplished in such a way: 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 not illicitly switched in from the real-time position of the vehicle; 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 desired to generate an accompanying route that starts at the real-time position of the vehicle, a plurality of reachable lanes that start at the real-time position of the vehicle can be determined according to traffic regulations, wherein the reachable lanes support switching in from the real-time position of the vehicle without violations. 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 queried in an electronic map. According to the distance between the first lane and the reachable lanes, screening is performed on all the reachable lanes to obtain at least one target reachable lane, for example, a plurality of reachable lanes with the smallest distance can be used as target reachable lanes, and for example, reachable lanes with the distance smaller than the reachable distance threshold can be used as target reachable lanes.

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 that are ultimately generated. By the method, the accompanying route conforming to traffic regulations can be accurately and effectively generated.

In some embodiments, the above-described determination of a companion route starting from the real-time location of the vehicle based on the last generated historical companion route may be accomplished in such a way that: regenerating a companion route starting from the real-time location of the vehicle when the number of historical companion routes is zero or the number of reachable historical companion routes is zero; when the number of reachable history accompanying routes is one, taking the reachable history accompanying routes as accompanying routes taking the real-time position of the vehicle as a starting point; when the number of reachable history accompanying routes is plural, taking the reachable history accompanying routes whose route parameters satisfy the route parameter conditions as accompanying routes starting from the real-time position of the vehicle; wherein the reachable historical accompanying route supports non-offending switching in from the real-time location of the vehicle; the route parameter includes at least one of a travel distance and a travel duration.

When a current companion route needs to be determined from a last generated historical companion route, an reachable historical companion route may be determined from the last generated historical companion route, where the reachable historical companion route supports non-offending switching in from, i.e., being reachable from, the real-time location of the vehicle.

Regenerating a companion route starting from the real-time location of the vehicle when the number of historical companion routes is zero (i.e., there are no historical companion routes) or the number of reachable historical companion routes is zero, the process of generating a companion route can be seen above; when the reachable history accompanying route is only one, the reachable history accompanying route is directly used as the current accompanying route; when the number of reachable history accompanying routes includes a plurality, the reachable history accompanying routes whose route parameters satisfy the route parameter conditions are regarded as current accompanying routes. The route parameter includes at least one of a driving distance and a driving duration, and the route parameter condition may be a minimum number of route parameters, or the route parameter may be less than a route parameter threshold. By the method, the computing resources can be saved, and meanwhile, the accompanying route meeting the requirements can be determined.

In some embodiments, when the determined number of accompanying routes is a plurality, further comprising: determining route proportions corresponding to the 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 length of the accompanying route and a travel time length 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 flow of the accompanying route and the traffic flow of the navigation route.

Here, when a plurality of accompanying routes are determined, the plurality of accompanying routes may be screened. For example, a route proportion corresponding to each accompanying route is determined, and an accompanying route meeting a route proportion condition is taken as an accompanying route to be displayed, wherein the route proportion comprises at least one of the following: a ratio between a travel time length of the accompanying route and a travel time length 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 flow of the accompanying route and the traffic flow of the navigation route.

The smaller the route proportion, the better the corresponding accompanying route. The route proportion condition can be set according to the actual application scene, for example, the condition can be a plurality of minimum route proportions, or the condition can be that the route proportion is smaller than a route proportion threshold value. Through the method, the screening of the accompanying routes can be realized based on the route proportion, so that the effectiveness of subsequent prompts 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, the embodiment of the present application can improve the validity and rationality of the displayed accompanying route by restricting the generation timing of the accompanying route by the accompanying condition, and avoid the waste of computing resources.

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

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

In some embodiments, the above-mentioned lane recognition processing for the vehicle may be implemented in such a manner that a first lane where the vehicle is located is obtained: any one of the following processes is performed: positioning the vehicle to obtain positioning information, and inquiring the electronic map according to the positioning information to obtain a first lane where the vehicle is located; and performing 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 manners of the lane recognition process are provided. The first way is to perform positioning processing on the vehicle to obtain positioning information, and perform query processing on an electronic map (such as a high-precision map) according to the positioning information to obtain a road where the vehicle is located and a first lane where the vehicle is located in the road.

The second mode is that an image of the environment where the vehicle is located is collected, visual identification processing is carried out on the collected image to obtain environment visual information, and the road where the vehicle is located and the first lane of the vehicle in the road are determined according to the environment visual information. The lane recognition processing can be flexibly applied to any one of the modes according to the requirements of actual application scenes.

In some embodiments, the foregoing positioning processing of the vehicle may be implemented in such a manner that positioning information is obtained: 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 way is to acquire positioning information set for the vehicle, for example, the positioning information can be set manually by a user, which is suitable for a scenario where the network is poor or no condition is given for automatic positioning.

In the second mode, the vehicle is subjected to a positioning process by a global positioning system (Global Positioning System, GPS) to obtain positioning information. In this way, automatic positioning can be achieved.

The third mode is to perform positioning processing based on carrier phase difference to obtain positioning information, wherein the carrier phase difference is also called real-time dynamic (Real Time Kinematic, RTK) positioning, so that positioning information with higher precision can be obtained, and the method is suitable for scenes with higher precision requirements.

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

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

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

Here, when the lane closest to the first lane corresponds to a different forward direction, it proves necessary to switch to the lane closest to the first lane, and therefore the lane closest to the first lane is regarded 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 using a lane recognition processing method, so as to improve accuracy of vehicle navigation.

In the following, an exemplary application of the embodiment of the present application in a practical application scenario will be described. In the navigation system provided in the related art, various deviation correcting actions can only occur after the vehicle has deviated from the navigation route, which may result in an increase in the overall travel time of the vehicle. In the embodiment of the application, the user is prompted under the condition that the vehicle possibly deviates from the navigation route in a prejudging mode, so that the user can conveniently determine whether to run according to the navigation route or along with the route, and the whole running duration 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 identifying capabilities of the lane level, and in the running process of the vehicle, the vehicle possibly deviates from the lane planned by the navigation route, so that the lane where the vehicle is positioned at present is named as a first lane for convenience of distinguishing, the lane planned by the navigation route is named as a second lane, and the first lane and the second lane correspond to different advancing directions. The isolation of the first lane from the second lane can be divided into two types, the first type is soft isolation, namely, lane markings (such as white solid lines) for prohibiting lane changing exist between the first lane and the second lane, namely, switching from the first lane to the second lane is prohibited under traffic regulations, and a user can choose to change lanes at the expense of violation and the like if necessary (such as executing an urgent task). The second type is hard isolation, i.e. an obstacle which can not pass through exists between the first lane and the second lane, such as a curb, a guardrail, a wall, a road surface paving edge or a protective net, and the like, and at the moment, a user can not 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 the vehicle navigation system (such as a vehicle navigation system built in the vehicle or a vehicle navigation system provided by a handheld terminal device), inputs information such as a starting point, a destination point and the like, calculates a navigation route according to the information, displays the navigation route in a navigation interface, and can run according to the navigation route.

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

3) When the soft isolation exists, the vehicle navigation system simultaneously displays a navigation route and an accompanying route in the navigation interface, and prompts a user to select. The vehicle navigation system determines whether to use the accompanying route as a new navigation route according to a user selection operation. For example, when any selection operation by the user is not received within the waiting period, the original navigation route is kept unchanged by default; when receiving a selection operation of the user for the accompanying route within the waiting 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 hard isolation is present, the vehicle navigation system determines that the vehicle has actually yaw (i.e., deviated from the navigation route), takes the accompanying route directly as the new navigation route, and the user may not need to operate in the process.

Next, a vehicle navigation scheme provided by the embodiment of the present application is described from the viewpoint of the implementation of the bottom layer. As an example, a schematic diagram as shown in fig. 11 is provided, and a vehicle navigation system may include a navigation module, a positioning module, an induction module, and an engine module. The positioning module is configured to identify a lane and an isolation type, for example, the positioning module may be configured to position a first lane where a vehicle is located through an RTK positioning technology, and index (i.e. query) an electronic map (such as a high-precision map) through an identification of the first lane, so as to determine whether there is isolation between the first lane and the second lane, and the isolation type specifically existing in the case where there is isolation, which is worth noting that, in the case where there is no electronic map, the positioning module may also identify the lane and the isolation type by means of a visual identification process. 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), meanwhile, the induction module is also used for data transparent transmission, is not responsible for logic processing related to navigation, and can be omitted in some cases. The navigation module comprises two sub-modules, namely an adsorption background module and a road calculation module, wherein the adsorption background module is used for adsorbing a vehicle to one or more lanes (namely, screening legal lanes), and the road calculation module is used for calculating an accompanying route. The workflow of each module shown in fig. 11 will be described in the form of steps.

1) The real-time position (i.e. coordinates, advancing direction and the like) of the vehicle is determined by the positioning module, and the isolation type is determined, so that whether the vehicle has actually yaw is determined conveniently.

(1) Along the row.

a) When the positioning module determines that the isolation type is soft isolation, the positioning module (e.g., a sub-module in the positioning module responsible for determining the isolation type) transparently transmits the soft isolated isolation type to a suction sub-module in the positioning module (the suction sub-module is distinct from the suction background module above).

b) When the suction-type vehicle meets any one of the two conditions that the residual driving distance of the lane marking corresponding to the lane change prohibition is larger than or equal to a driving distance threshold value and the driving speed is smaller than a driving distance threshold value, the user is not clear about how to drive next, and the accompanying type in the trip is output; when neither of the vehicles satisfies both of these conditions, it is determined that the user is clear how to drive next, and then the accompanying route is not generated. The driving distance threshold is 20 meters, and the driving speed threshold is 10 meters per second, which can be set according to the actual application scene. It should be noted that the type of the accompanying in the row is used to trigger the generation of the accompanying route, i.e. to inform the positioning module to enter the generation flow of the accompanying route.

(2) Yaw.

a) When the positioning module determines that the isolation type is hard isolation and lane markings corresponding to the real-time position of the vehicle are forbidden to change lanes, the positioning module transmits the hard isolation type to the suction-type stick module in the positioning module.

b) The suction-stick module outputs a yaw type when receiving an isolation type, particularly a hard isolation type, to trigger a determination of a current accompanying route according to a last generated historical accompanying route, 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 historical accompanying routes is zero or the number of reachable historical accompanying routes is zero, re-triggering generation of an accompanying route starting from the real-time position of the vehicle;

ii) when the number of reachable historical concomitant routes is one, regarding the reachable historical concomitant routes as current concomitant routes;

iii) When the number of reachable history accompanying routes is plural, the reachable history accompanying route with the smallest travel time length is taken as the current accompanying route. Wherein the reachable historical accompanying route supports non-offending switching in from the real-time location of the vehicle.

(3) The origin accompanies.

When the positioning module recognizes that the real-time position of the vehicle reaches the traffic intersection and cannot switch to a lane (for example, the nearest spacers at two sides of the real-time position are any one of lane marks prohibiting lane changing and spacers incapable of driving through) different from the first lane in the road, outputting the type of the starting point accompanying to trigger generation of an accompanying route and taking the accompanying route as a new navigation route.

2) When the accompanying route needs to be generated, determining all reachable lanes of the first lane where the vehicle is located through the positioning module, and further determining a topological distance between the first lane and each reachable lane, wherein the topological distance refers to a distance on an electronic map and can be approximately equal to a driving distance. The positioning module may pass the position of the first lane (i.e. coordinates, also relating to the direction of progress, etc.), the position of the reachable lane (i.e. coordinates, also relating to the direction of progress, etc.), and the topological distance through the engine module to the adsorption background module.

3) The adsorption background module receives the position of the first lane, the position of the reachable lanes and the topological distance sent by the positioning module, and judges whether the corresponding reachable lanes can be directly communicated with the first lane according to the topological distance (if the topological distance is too large, the direct communication is proved to be impossible, namely, the bypass can be realized), namely, legal lanes (corresponding to the target reachable lanes) are screened out from all the 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 calculation module calculates an accompanying route based on the received identification of the first lane and the identification of the legal lane, where the accompanying route starts from the first lane (link 1 shown in fig. 12) (or starts from the real-time position of the vehicle), passes through the legal lane (link 2 shown in fig. 12), and finally reaches the end of the original navigation route.

Therefore, the embodiment of the application can pre-judge before the actual yaw of the vehicle, and prompt a user in a way of displaying the accompanying route so as to realize timely deviation correction.

Continuing with the description below of an exemplary architecture in which the vehicle navigation device 455 provided by embodiments of the present application is implemented as a software module, in some embodiments, as shown in fig. 2, the software module 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 position of a vehicle in a first lane of the road; a switching module 4552 for displaying a navigation route that switches from a first lane to a second lane in front of a vehicle, wherein the first lane corresponds to a different forward direction than the second lane, and the forward direction of the second lane is the forward direction of the navigation route; the route display module 4553 is configured to display an accompanying route in response to a vehicle crossing a lane change position from a first lane to a second lane, wherein the accompanying route starts at a real-time position of the vehicle and ends at an end of a navigation route.

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

In some embodiments, when the concomitant route and the return route are displayed simultaneously, the route display module 4553 is further configured to: and stopping displaying the accompanying route when the regression route is a non-violation route and no arbitrary selection operation is received within the waiting time, and executing a navigation operation for guiding the vehicle to switch to the second lane based on the regression route.

In some embodiments, when the concomitant route and the return route are displayed simultaneously, the route display module 4553 is further configured to: and when the regression route is the offending route and the selection operation for the regression route is received within the waiting period, performing the navigation operation of guiding the vehicle to switch to the second lane based on the regression route.

In some embodiments, when the concomitant route and the return route are displayed simultaneously, the route display module 4553 is further configured to: when the return route is the offending route and the 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 of guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

In some embodiments, when the concomitant route and the return 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 of guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

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

In some embodiments, the route display module 4553 is further to: when the vehicle misses a lane change position that switches from the first lane to the second lane, and there is no return route that switches from the real-time position of the vehicle to the second lane, a concomitant route is displayed, wherein the concomitant route is used as a new navigation route.

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

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

In some embodiments, the route display module 4553 is further to: when the real-time position of the vehicle reaches the traffic intersection and it is impossible to switch from the real-time position to a lane different from the first lane in the road, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

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

In some embodiments, the lane change position to switch from the first lane to the second lane is the latest lane change position, which is located in the first lane and is the last lane change position to switch in front of the drive to the second lane; the switching module 4552 further functions to: when the vehicle travels to the latest lane change position in the first lane and continues to keep the forward direction of the first lane, the accompanying route is displayed.

In some embodiments, the lane-change position for switching from the first lane to the second lane is an optimal lane-change position, the navigation route for switching to the second lane via the optimal lane-change position has an optimal lane-change parameter, the optimal lane-change parameter including any one of a maximum smoothness and a minimum lane-change time; the switching module 4552 is also configured to perform 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 the forward direction of the first lane; when the vehicle passes through the optimal lane change position in the first lane, does not reach the latest lane change position, and continues to maintain the forward direction of the first lane, the accompanying route is displayed.

In some embodiments, the switching module 4552 is further configured to determine a plurality of lane change locations by: determining a latest lane change position for switching from the first lane to the second lane based on at least one of a travel speed of the vehicle, a flow rate of the second lane, and an interval parameter between the first lane and the second lane; selecting at least one optimal lane change position different from the latest lane change position between the real-time position and the latest lane change 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 to: the navigation route and the accompanying route are displayed in a distinguishing mode 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 further comprises a spacer identification module for: performing a separator identification process between the first lane and the second lane; determining that there is no regression route switching from the real-time position of the vehicle to the second lane when it is recognized that there is a non-traversable separator through the separator recognition process; when it is recognized by the separator recognition process that there is no separator that cannot be driven through, it is determined that there is a return route to switch 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 markings which inhibit lane changing are identified through the separator identification process, determining the regression route as an illegal route; when it is recognized by the separator recognition process that there is no lane marking prohibiting lane change, the regression route is determined as a non-violating route.

In some embodiments, the spacer identification module is further configured to perform any one of the following: inquiring in the electronic map according to the identification of the first lane and the identification of the second lane to obtain a separator between the first lane and the second lane; and performing visual recognition processing on the environment where the vehicle is located to obtain environment visual information, and determining a separator between the first lane and the second lane according to the environment visual information.

In some embodiments, the route display module 4553 is further to: determining an accompanying route starting from a real-time position of the vehicle when the vehicle satisfies the accompanying condition; wherein the accompanying condition includes any one of the following: lane marking corresponding to the real-time position of the vehicle is forbidden to change lanes; the remaining driving distance of the vehicle corresponding to the lane marking of the forbidden lane is greater than or equal to the driving distance threshold; 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 the real-time position of the vehicle; from the last generated historical accompanying route, an accompanying route is determined that starts from the real-time location of the vehicle.

In some embodiments, the route display module 4553 is further 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 not illicitly switched in from the real-time position of the vehicle; 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 to: regenerating a companion route starting from the real-time location of the vehicle when the number of historical companion routes is zero or the number of reachable historical companion routes is zero; when the number of reachable history accompanying routes is one, taking the reachable history accompanying routes as accompanying routes taking the real-time position of the vehicle as a starting point; when the number of reachable history accompanying routes is plural, taking the reachable history accompanying routes whose route parameters satisfy the route parameter conditions as accompanying routes starting from the real-time position of the vehicle; wherein the reachable historical accompanying route supports non-offending switching in from the real-time location of the vehicle; the route parameter includes at least one of a travel distance and a travel duration.

In some embodiments, when the determined number of accompanying routes is a plurality, the route display module 4553 is further configured to: determining route proportions corresponding to the 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 length of the accompanying route and a travel time length 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 flow of the accompanying route and the traffic flow of the navigation route.

In some embodiments, the vehicle navigation device 455 further includes a lane recognition module for: carrying out 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 a navigation route; when the lane closest to the first lane corresponds to a different forward direction, the lane closest to the first lane is taken as the 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 the electronic map according to the positioning information to obtain a first lane where the vehicle is located; and performing 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 recognition module is further configured to perform any one of the following: 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 according to 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 shown in fig. 3A, 3B, 3D, and 3E.

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

In some embodiments, the executable instructions may be in the form of programs, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and they may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

As an example, the executable instructions may, but need not, correspond to files in a file system, may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a hypertext markup language (HTML, hyper Text Markup Language) 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, alternatively, on multiple electronic devices distributed across multiple sites and interconnected by a communication network.

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

Claims

1. A method of vehicle navigation, the method comprising:

responsive to the vehicle missing a lane change position to switch from the first lane to the second lane, displaying a concomitant route, wherein the concomitant route starts at a real-time position of the vehicle and ends at an end of the navigation route;

Performing a separator identification process between the first lane and the second lane;

determining that there is no regression route switching from the real-time position of the vehicle to the second lane when it is recognized by the separator recognition process that there is a separator that cannot be driven through;

when it is recognized by the separator recognition processing that there is no separator that cannot be driven through, determining that there is a return route that switches from the real-time position of the vehicle to the second lane, and performing the following processing:

when the lane markings which inhibit lane changing are identified through the separator identification processing, determining the regression route as an illegal route;

and when the partition identification processing identifies that no lane marking which prohibits lane changing exists, determining the regression route as a non-illegal route.

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

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

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

stopping displaying the accompanying route when the regression route is a non-violation route and no arbitrary selection operation is received within the waiting time, 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 offending route and a selection operation for the regression route is received within the waiting period, performing a navigation operation of guiding the vehicle to switch to the second lane based on the regression route;

and when the regression route is an offending route and a selection operation for the regression route is not received within the waiting period, taking the accompanying route as a new navigation route, and executing a navigation operation of guiding the vehicle to the destination of the navigation route based on the new navigation route.

4. The method of claim 2, wherein when the concomitant route and the regressive 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 of guiding the vehicle to the 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 of 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 the end point of the navigation route based on the new navigation route is performed.

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

when the vehicle misses a lane change position that switches from the first lane to the second lane, and there is no return route that switches from the real-time position of the vehicle to the second lane, displaying a concomitant route, wherein the concomitant route is used as a new navigation route; or,

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

7. The method according to claim 1, wherein the method further comprises:

and displaying a regression route when the vehicle misses a lane change position for switching from the first lane to the second lane and the regression route for switching from the real-time position of the vehicle to the second lane is a non-violation route.

8. The method according to claim 1, wherein the method further comprises:

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 of the road other than the first lane, the accompanying route is taken as a new navigation route, and a navigation operation of guiding the vehicle to the end point of the navigation route based on the new navigation route is performed.

9. The method of claim 1, wherein the displaying a navigation route in front of a drive that switches from the first lane to a second lane comprises:

displaying at least one lane change position to switch 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.

10. The method of claim 1, wherein the lane-change position to switch from the first lane to the second lane is a latest lane-change position, the latest lane-change position being located in the first lane and being a last lane-change position to switch to the second lane in front of a roadway;

The displaying a concomitant route in response to the vehicle missing a lane change position to switch from the first lane to the second lane, comprising:

when the vehicle travels to the latest lane change position in the first lane and continues to maintain the heading of the first lane, a concomitant route is displayed.

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

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

wherein the accompanying condition includes any one of the following:

lane marking corresponding to the real-time position of the vehicle is forbidden to change lanes;

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

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

12. The method of claim 11, wherein the determining a concomitant 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 the real-time position of the vehicle;

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

13. The method of claim 12, wherein the generating a companion route that starts at the 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 not illicitly switched in from the real-time location of the vehicle;

screening the plurality of 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.

14. The method of claim 12, wherein the determining a companion route that starts at the real-time location of the vehicle based on the last generated historical companion route comprises:

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

When the number of reachable historical accompanying routes is one, taking the reachable historical accompanying routes as accompanying routes taking the real-time position of the vehicle as a starting point;

when the number of reachable historical accompanying routes is a plurality, taking the reachable historical accompanying routes with route parameters meeting route parameter conditions as accompanying routes starting from the real-time position of the vehicle;

wherein the historical accompanying route that is reachable supports non-offending switching in from the real-time location of the vehicle; the route parameter includes at least one of a travel distance and a travel duration.

15. The method according to claim 1, wherein the method further comprises:

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

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

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

16. A vehicle navigation device, the device comprising:

a route display module for displaying an accompanying route in response to the vehicle missing a lane change position that switches 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;

the separator identification module is used for carrying out separator identification processing between the first lane and the second lane;

the separator identification module is used for determining that a regression route switching from the real-time position of the vehicle to the second lane does not exist when the separator which cannot be driven through is identified through the separator identification processing; when it is recognized by the separator recognition processing that there is no separator that cannot be driven through, determining that there is a return route that switches from the real-time position of the vehicle to the second lane, and performing the following processing: when the lane markings which inhibit lane changing are identified through the separator identification processing, determining the regression route as an illegal route; and when the partition identification processing identifies that no lane marking which prohibits lane changing exists, determining the regression route as a non-illegal route.

17. 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 15 when executing executable instructions stored in the memory.

18. A computer readable storage medium storing executable instructions for implementing the vehicle navigation method of any one of claims 1 to 15 when executed by a processor.