Wrong road protection control method, electronic equipment and vehicle

Abstract

The invention provides a wrong road protection control method, electronic equipment and a vehicle, and belongs to the technical field of vehicle aided driving, after a user manually replaces a navigation path, whether a violation risk exists before and after path replacement is determined by comparing navigation direction information of a target navigation path and an initial navigation path for a next intersection, and the risk of violation is determined. Determining the risk of violation when the navigation direction information is different, determining the spacing distance between the current position and the next intersection, determining whether the risk of violation exists or not according to the spacing distance, determining a degradation control distance according to the current vehicle speed, and taking the degradation control distance as a risk judgment condition. The method is used for judging whether function degradation needs to be used for avoiding the violation risk or not, wrong road protection control is carried out by comparing the interval distance and the degradation control distance to avoid the violation driving risk, the safety of a user is guaranteed, and the use experience of the user is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle assisted driving technology, and in particular to a control method, electronic equipment and vehicle for wrong-way protection. Background Art

[0002] With the development of the automotive industry, vehicles are becoming increasingly integrated into our daily lives and work. Facing a wide range of scenarios and needs, intelligent vehicle services are becoming increasingly important as a selling point. Advanced driver assistance technology is a key feature of these intelligent services. Assisted driving technology already enables full, point-to-point intelligent driving based on navigation routes. However, if users manually modify navigation routes, they risk violating traffic regulations and experiencing a poor user experience. Summary of the Invention

[0003] In view of this, the purpose of the present application is to propose a control method, electronic device and vehicle for wrong-way protection, which are used to prevent the user from driving on the wrong road after the user changes the navigation route.

[0004] Based on the above objectives, the present application provides a control method for fault protection, including: In response to detecting a path switching operation of a user with respect to an initial navigation path in an automatic pilot assisted driving mode, determining a target navigation path after switching; In response to the target navigation path and the initial navigation path having different navigation direction information for a next intersection, determining a distance between a current position and the next intersection; A degradation control distance is determined according to the current vehicle speed, and wrong-way protection control is performed according to the interval distance and the degradation control distance.

[0005] Optionally, determining the degradation control distance according to the current vehicle speed includes: Determine the dynamic control distance based on the current vehicle speed and the preset reaction time; In response to the dynamic control distance being greater than or equal to a preset static control distance, determining the dynamic control distance as the degraded control distance; or, In response to the dynamic control distance being smaller than a preset static control distance, the static control distance is determined as the degraded control distance.

[0006] Optionally, performing wrong-path protection control according to the separation distance and the degradation control distance includes: In response to the separation distance being less than or equal to the demotion control distance, degrading the automatic pilot assisted driving mode to a lane centering control mode; In the lane centering control mode, wrong-way protection control is performed based on road perception data.

[0007] Optionally, performing wrong-way protection control according to the road perception data includes: determining a road type of a current driving road according to the road perception data; Wrong-way protection control is performed according to the road type and traffic instruction information.

[0008] Optionally, performing wrong-way protection control according to the road type and traffic instruction information includes: In response to the road type being a turning lane, prompting the user to perform manual steering control according to the turning direction of the current travel road and the traffic instruction information; After detecting the user's manual control operation, the lane centering control mode is exited, and the vehicle is controlled to turn according to the manual control operation.

[0009] Optionally, performing wrong-way protection control according to the road type and traffic instruction information includes: In response to the road type being a through lane and the traffic instruction information being passing instruction information, controlling the vehicle to go straight through the next intersection in the lane centering control mode; In response to the road type being a straight lane and the traffic instruction information being a stop instruction information, the vehicle is controlled to stop and wait, and when the stop instruction information is switched to the pass instruction information, the vehicle is controlled to go straight through the next intersection in the lane centering control mode.

[0010] Optionally, performing wrong-path protection control according to the separation distance and the degradation control distance further includes: In response to the separation distance being greater than the degradation control distance, sending the target navigation path to a crowdsourced map cloud; Assisted driving control is performed based on the map data and real-time environmental perception data fed back by the crowdsourced map cloud.

[0011] Optionally, after performing wrong-way protection control according to the road perception data, the wrong-way protection control method further includes: After passing the next intersection, reverting the lane centering control mode to the automatic pilot assisted driving mode; In the automatic navigation assisted driving mode, the path is replanned according to the end position of the target navigation path and the current position to obtain a new navigation path; Sending the new navigation path to a crowdsourced map cloud; Assisted driving control is performed based on the map data and real-time environmental perception data fed back by the crowdsourced map cloud.

[0012] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the above-mentioned method when executing the computer program.

[0013] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0014] As can be seen from the above description, the control method, electronic device, and vehicle for wrong-way protection provided by the present application, when detecting a user's route switching operation for an initial navigation route in an automatic pilot assisted driving mode, determine a target navigation route after the switch; if the navigation direction information for the next intersection differs between the target navigation route and the initial navigation route, determine the interval distance between the current location and the next intersection; determine a downgrade control distance based on the current vehicle speed, and perform wrong-way protection control based on the interval distance and the downgrade control distance. After the user manually changes the navigation route, the method determines whether there is a traffic violation risk before and after the route change by comparing the navigation direction information for the next intersection between the target navigation route and the initial navigation route; determines the presence of a traffic violation risk if the navigation direction information differs; determines the interval distance between the current location and the next intersection; determines the presence of a traffic violation risk based on the interval distance; and determines the downgrade control distance based on the current vehicle speed. The downgrade control distance is used as a risk judgment condition to determine whether function downgrade is needed to avoid the traffic violation risk. By comparing the interval distance and the downgrade control distance, wrong-way protection control is performed to avoid the risk of traffic violations, thereby ensuring user safety and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0016] Figure 1 This is a schematic diagram of the automatic navigation assisted driving according to an embodiment of the present application; Figure 2 This is a flow chart of a control method for wrong-path protection according to an embodiment of the present application; Figure 3 A schematic diagram of navigation path switching according to an embodiment of the present application; Figure 4 This is a flow chart of determining the degradation control distance according to the current vehicle speed according to an embodiment of the present application; Figure 5 This is a flow chart of wrong-path protection control according to the separation distance and degradation control distance in an embodiment of the present application; Figure 6 This is a flow chart of wrong-way protection control based on road perception data according to an embodiment of the present application; Figure 7 This is a flow chart of wrong-path protection control according to the separation distance and degradation control distance in an embodiment of the present application; Figure 8 This is a flowchart of navigation path correction in an embodiment of the present application; Figure 9 A schematic diagram of a control device for wrong-circuit protection according to an embodiment of the present application; Figure 10 This is a schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] It should be understood herein that any number of elements in the drawings is for illustration only and not for limitation, and any naming is only for distinction and does not have any limiting meaning.

[0020] Based on the description of the above background technology, the following situations also exist in the related art: Navigation on Autopilot (NOA) and Lane Centering Control (LCC) are core functions in intelligent driving systems, representing different levels of assisted driving capabilities. LCC is a sensor-based driver assistance technology that adjusts the vehicle's lateral position in real time to ensure it remains centered in its lane. LCC is considered Level 1 assisted driving (lateral steering only) and must be combined with Adaptive Cruise Control (ACC) to achieve Level 2 assisted control (simultaneously controlling longitudinal speed and lateral steering). LCC uses a camera to identify lane markings and continuously controls lateral steering movement to keep the vehicle centered in the lane, preventing deviation or crossing the lane line. LCC automatically controls lane changes, acceleration, and braking based on perceived obstacles and lane markings (including special lane markings such as curbs and obstacles). This involves automatic lateral control within a single lane to maintain the vehicle's lane centering, and combines with ACC for automatic longitudinal control.

[0021] NOA, based on high-precision maps and navigation routes, enables point-to-point autonomous driving on highways and urban expressways. This includes complex maneuvers such as automatic overtaking, lane changes, on- and off-ramps, and traffic light recognition. NOA is a Level 2+ or higher-level assistance function that integrates full-link capabilities of perception, decision-making, and execution, and supports dynamic path planning. It covers driving scenarios such as highways (80–120 km / h), urban elevated roads (60–80 km / h), and urban roads (0–60 km / h). NOA is a high-level assisted driving system based on navigation routes. By integrating high-precision maps, multi-sensor perception (lidar / camera / millimeter-wave radar), and AI decision-making algorithms, it enables point-to-point autonomous driving from starting point to destination. NOA provides assisted driving functions including lateral control (lane centering), longitudinal control (vehicle speed regulation), and dynamic path planning (automatic lane changes, overtaking, on- and off-ramps, etc.). Unlike basic LCC (which only supports lane centering control but not turning control at intersections), NOA has global navigation capabilities, can achieve turning control at intersections, and can autonomously perform complex driving tasks.

[0022] The navigation path is crucial data for implementing the NOA feature. If the user manually switches the navigation path temporarily during NOA operation, and the vehicle is close to an intersection, and the new and old routes are heading in different directions at the intersection, the vehicle will execute the new navigation action in the original lane, creating the risk of driving in a traffic violation. For example, if the original navigation path requires a left turn at an intersection, and the new navigation path requires straight ahead, and the vehicle is already in the left-turn lane, then the vehicle will only be allowed to turn left when passing the intersection in the left-turn lane. The vehicle will not be able to immediately identify the lane attributes corresponding to its own position and will execute the new navigation path's straight ahead action in the left-turn lane, resulting in a traffic violation, affecting the user experience, and even causing an accident.

[0023] The control method, electronic device, and vehicle for wrong-way protection provided by the embodiments of the present application, when detecting a user's route switching operation for an initial navigation route in an automatic pilot assisted driving mode, determine a target navigation route after the switch; if the navigation direction information for the next intersection differs between the target navigation route and the initial navigation route, determine the interval distance between the current location and the next intersection; determine a downgrade control distance based on the current vehicle speed, and perform wrong-way protection control based on the interval distance and the downgrade control distance. After the user manually changes the navigation route, the method compares the navigation direction information for the next intersection between the target navigation route and the initial navigation route to determine whether there is a traffic violation risk before and after the route change. If the navigation direction information differs, determine the presence of a traffic violation risk; determine the interval distance between the current location and the next intersection; determine the presence of a traffic violation risk based on the interval distance; and determine the downgrade control distance based on the current vehicle speed. The downgrade control distance is used as a risk assessment condition to determine whether function downgrade is needed to avoid the traffic violation risk. By comparing the interval distance and the downgrade control distance, wrong-way protection control is performed to avoid the risk of traffic violations, thereby ensuring user safety and improving the user experience.

[0024] The following describes in detail the control method for wrong-circuit protection provided by the embodiments of the present application with reference to the accompanying drawings.

[0025] In some embodiments, as Figure 1 As shown, a control method for wrong-way protection includes: Step 101: In response to detecting a user's path switching operation on an initial navigation path in an automatic pilot assisted driving mode, determining a target navigation path after switching.

[0026] In some embodiments, control of wrong-way protection is applied to an intelligent driving domain controller.

[0027] The intelligent driving domain controller (IDC) is a core component in the evolution of automotive electrical and electronic architecture from distributed to centralized systems. It undertakes functions such as perception fusion, decision-making planning, and control execution for autonomous driving systems. It integrates data from multiple sensors (cameras, lidar, millimeter-wave radar, etc.) to perform tasks such as environmental perception, positioning, path planning, and decision-making control. It replaces traditional distributed electronic control units, significantly reducing wiring complexity and improving data processing efficiency. It integrates multi-source data through algorithms such as Kalman filtering and neural networks to generate a unified environmental model. Based on these perceptions, it controls vehicle steering, acceleration, braking, and other actions, supporting features such as adaptive cruise control, automatic parking, and assisted driving.

[0028] The assisted driving control process based on the intelligent driving domain controller is as follows Figure 2 shown.

[0029] ① When driving by yourself, the user specifies the destination information and sets the navigation route. The vehicle computer sends the navigation route set by the user to the intelligent driving domain controller at one time.

[0030] ② The intelligent driving controller uploads the received navigation path to the crowdsourced map cloud. The crowdsourced map cloud obtains the map information corresponding to the navigation path through data matching and sends the map information as the matching result to the intelligent driving controller.

[0031] ③ The crowdsourced map cloud sends the matched map information to the vehicle's intelligent driving controller. The intelligent driving controller controls the vehicle based on the map information and the perception results sent by the fused sensors, achieving point-to-point assisted driving along the navigation path. To ensure the accuracy of intelligent assisted driving, the intelligent driving controller automatically updates and confirms the navigation path after receiving real-time navigation information that it is in a normal state.

[0032] The navigation path is an important parameter for automatic pilot assisted driving. When the user manually changes the navigation path in automatic pilot assisted driving mode, the intelligent driving domain controller will monitor the user's path switching operation for the initial navigation path, and then determine the target navigation path after the switch corresponding to the path switching operation.

[0033] For example, Figure 3As shown, O represents the current position, M represents the next intersection, S1 represents the first section before entering the next intersection, S2 represents the second section going straight after passing the next intersection, S3 represents the third section turning after passing the next intersection, S4 represents the fourth section connecting the second section and the third section, S5 represents the fifth section connected directly to the second section, N represents the intersection between the second section and the fourth section, K represents the intersection of the third section and the fourth section excluding the next intersection, and J represents another intersection of the fifth section. The arrows represent the direction of road travel, a single arrow represents a one-way lane, and a double arrow represents a two-way lane.

[0034] If the initial navigation path before the route switch is O→S1→M→S2→N→S5→J→…, and the target navigation path after the route switch is O→S1→M→S2→N→S4→K→…, then the navigation direction information for the next intersection along both the initial and target navigation paths indicates going straight ahead. The initial and target navigation paths have the same navigation direction information for the next intersection. When passing the next intersection M, there is no conflict between the initial and target navigation paths, allowing sufficient time for the route switch and eliminating the risk of entering the wrong road or violating traffic regulations. The intelligent driving controller then directly uploads the received target navigation path to the crowdsourced map cloud. The crowdsourced map cloud then obtains target map information corresponding to the target navigation path through data matching and sends this matching result to the intelligent driving controller. The intelligent driving controller then controls the vehicle based on the target map information and the perception results from the fused sensors, achieving point-to-point assisted driving control along the target navigation path.

[0035] Step 102 : In response to the target navigation path and the initial navigation path having different navigation direction information for the next intersection, determining a distance between the current position and the next intersection.

[0036] In specific implementation, if the initial navigation path before the path switching is O→S1→M→S2→N→…, and the target navigation path after the path switching is O→S1→M→S3→K→…, the navigation direction information of the initial navigation path for the next intersection is straight ahead, and the navigation direction information of the target navigation path for the next intersection is left turn. The initial navigation path and the target navigation path have different navigation direction information for the next intersection. When passing the next intersection M, there is a conflict between the initial navigation path and the target navigation path. If there is not enough time to switch the navigation path, there is a risk of driving into the wrong road or driving illegally.

[0037] For example, the first road section includes a left-turn lane and an execution lane. Since the initial navigation information indicates a straight ahead direction for the next intersection, the vehicle must remain in the straight ahead lane to avoid traffic violations. However, the target navigation path indicates a left turn direction for the next intersection. To avoid traffic violations, the vehicle must remain in the left-turn lane. The switch from the initial navigation path to the target navigation path requires switching from the straight ahead lane of the first road section to the left-turn lane. Lane changes before an intersection are subject to the following traffic regulations.

[0038] Situations where lane changes are prohibited include changing lanes on solid lines and changing lanes in guide lanes.

[0039] Solid white or yellow lines at intersections: If there is a solid white line (separating lanes going the same direction) or a solid yellow line (separating lanes going opposite directions) on the ground as you approach an intersection, changing lanes is strictly prohibited. Crossing the line will result in electronic capture, a fine, and points deduction, and is considered a traffic violation.

[0040] Guide line area: It is prohibited to drive over, cross or park in the area covered by the guide lines at the intersection (such as channelization islands and diversion lines). Violators will be punished and it will be considered an illegal driving violation.

[0041] After a vehicle enters the designated guide lane before an intersection (usually indicated by an arrow), it must not change lanes, otherwise it will be considered a violation.

[0042] Lane changes are permitted when: On white dotted line sections that are far away from the intersection, you can change lanes to the turning lane in advance.

[0043] It can be seen that only the dotted line segment that is far away from the next intersection allows lane change. Therefore, when it is determined that the navigation direction information of the target navigation path and the initial navigation path for the next intersection are different, the interval distance between the current position and the next intersection is determined, and the interval distance is used to measure whether the navigation path can be smoothly switched by changing lanes and the next intersection can be smoothly passed according to the target navigation path. If the interval distance is large, it means that the vehicle is far away from the next intersection at this time and may be located in the dotted line segment of the first section. The navigation path can be smoothly switched by changing lanes and the next intersection can be smoothly passed according to the target navigation path without any risk of violation. If the interval distance is small, it means that the vehicle is close to the next intersection at this time and may have entered the actual section of the first section. At this time, changing lanes will lead to illegal driving and even cause a traffic accident. Therefore, automatic control of the vehicle to change lanes is prohibited at this time, and in order to avoid illegal driving behavior, further wrong-way protection control is required.

[0044] It can be seen that the important judgment indicator for whether the vehicle can smoothly switch the navigation path by changing lanes and successfully pass the next intersection according to the target navigation path is the size of the interval distance. Therefore, in the scenario where the navigation direction information of the target navigation path and the initial navigation path for the next intersection is different, it is necessary to immediately determine the interval distance between the current position and the next intersection to determine the specific control strategy.

[0045] Step 103: Determine the degradation control distance according to the current vehicle speed, and perform wrong-way protection control according to the interval distance and the degradation control distance.

[0046] In practice, after determining the separation distance, a conditional parameter must be determined to determine whether the separation distance allows for lane changes. Generally, the length of guide lanes near intersections is clearly specified, typically ranging from 30 to 70 meters. The minimum length cannot be less than 30 meters to ensure vehicles have sufficient distance to select lanes in advance, avoiding unplanned lane changes at intersections.

[0047] To leave enough distance for lane changes, a fixed static control distance can be used (for example, 100 meters, which can be calibrated by yourself, but needs to be greater than 70 meters and retain a certain lane change distance). However, since the speeds of vehicles traveling on the first section are different, a fixed static control distance may not meet the lane change requirements in all speed scenarios.

[0048] For example, if the static control distance is 100 meters, there is a 30-meter gap between the static control distance and the maximum guide lane line of 70 meters for lane changes. If the vehicle's speed is low and the vehicle has only traveled 20 meters after the lane change is completed, the 30-meter lane change gap is sufficient and will not result in a lane change violation. However, if the vehicle's speed is high and the vehicle has traveled 40 meters after the lane change is completed, the 30-meter lane change gap will not allow the lane change to be completed, resulting in a lane change violation.

[0049] Therefore, it is necessary to further determine the dynamic control distance based on the current vehicle speed. Since the current speed is different, the distance responded by the intelligent driving domain controller is also different. Therefore, the time interval calculated by the current vehicle speed (10×current vehicle speed) is determined as the dynamic control distance, and then max{100,10×current vehicle speed} is determined as the degradation control distance. Wrong-way protection control is performed based on the interval distance and the degradation control distance.

[0050] Wrong-way protection control uses a temporary downgrade strategy for assisted driving: Since LCC's strategy at the intersection is to occupy the straight lane and automatically control the traffic light to start and stop the vehicle through the intersection, when occupying the left or right turn lane, it will directly prompt the user to take over manually immediately and the function will exit. Because the LCC function does not support left and right turns at intersections, when the interval distance is less than the downgrade control distance, the L2+ automatic pilot assisted driving mode will be downgraded to the L1 lane centering control mode to solve the risk of violations caused by the user's temporary route switching.

[0051] The wrong-way protection control using a downgrade strategy is: when switching the navigation path 100 meters away from the next intersection (taking a speed of 40km / h as an example), the NOA function will not be affected and the new route navigation path will be converted directly; when switching the navigation path within 100 meters from the next intersection, it will be downgraded to LCC. If the vehicle occupies the straight lane at this time, it will go straight through the intersection in the LCC function state, and then restore the NOA function after passing the intersection. If the left or right turn lane is occupied at this time, the user will be prompted to take over manually immediately, all intelligent driving assistance functions will exit, and the user will manually control the intersection. After passing the intersection, the NOA function can be reactivated. This is to ensure that the assisted driving function will not cause the user to drive illegally and to ensure the user's driving safety. In summary, the control method for wrong-way protection provided in the embodiment of the present application determines whether there is a risk of traffic violation before and after the path change by comparing the navigation direction information of the target navigation path and the initial navigation path for the next intersection after the user manually changes the navigation path, determines whether there is a risk of traffic violation when the navigation direction information is different, determines the existence of a risk of traffic violation, determines the interval distance between the current position and the next intersection, determines whether there is a risk of traffic violation based on the interval distance, and determines the degradation control distance based on the current vehicle speed. The degradation control distance is used as a condition for risk judgment to determine whether it is necessary to use function degradation to avoid the risk of traffic violation, and performs wrong-way protection control by comparing the interval distance and the degradation control distance to avoid the existing risk of traffic violation, thereby ensuring the safety of the user and improving the user experience.

[0052] In some embodiments, as Figure 4 As shown, the degradation control distance is determined according to the current vehicle speed, including: Step 401: Determine the dynamic control distance according to the current vehicle speed and the preset reaction time.

[0053] During specific implementation, due to different current speeds, the reaction distance of the intelligent driving domain controller is also different, and the distance traveled during the lane change process is also different. It is necessary to determine a dynamic control distance that is proportional to the vehicle speed. Taking a reaction time of 10 seconds as an example, the dynamic control distance = 10 × current vehicle speed.

[0054] Step 402: In response to the dynamic control distance being greater than or equal to the preset static control distance, determining the dynamic control distance as a degraded control distance.

[0055] In specific implementations, if the dynamic control distance is greater than or equal to the preset static control distance, it means that using the static control distance as the condition for triggering lane change control will result in too little lane change reserve distance, causing a misjudgment of lane change availability and resulting in illegal lane changes. In this case, using a larger dynamic control distance as the condition for triggering lane change control can ensure that the vehicle completes the lane change before entering the guide lane area, ensuring a reasonable lane change and completing the navigation path switch without reducing the assisted driving level. Therefore, if the dynamic control distance is greater than or equal to the preset static control distance, the dynamic control distance is determined to be a downgraded control distance.

[0056] Step 403: In response to the dynamic control distance being smaller than the preset static control distance, the static control distance is determined as a degraded control distance.

[0057] In specific implementations, if the dynamic control distance is less than the preset static control distance, it indicates that the current vehicle speed is slow. Although the distance required for lane change is relatively short (for example, 20 meters), if the static control distance is 100 meters, the corresponding static reserved distance is 30 meters. In this case, using the static control distance as the condition for triggering lane change control will result in a larger reserved distance for lane change. Completing the lane change early will not result in illegal lane changes, and early lane changes can provide some compensation for calculation errors. The extra 10 meters of redundant reserved distance will not affect vehicle control. Using the static control distance as the downgraded control distance can further ensure that the vehicle does not change lanes illegally. Therefore, when the dynamic control distance is less than the preset static control distance, the static control distance is determined as the downgraded control distance. Specifically, the maximum {static control distance, dynamic control distance} is determined as the downgraded control distance, and wrong-way protection control is performed based on the interval distance and the downgraded control distance to ensure that illegal lane changes do not occur.

[0058] In some embodiments, as Figure 5 As shown in the figure, wrong-way protection control is performed based on the separation distance and degradation control distance, including: Step 501: In response to the separation distance being less than or equal to the downgrade control distance, downgrade the automatic pilot assisted driving mode to the lane centering control mode.

[0059] In specific implementation, if the gap distance is less than or equal to the degradation control distance, it indicates that changing lanes at this time will result in an illegal lane change, and changing lanes to avoid assisted driving degradation is not possible. At this time, the vehicle can only continue in the current lane and follow the lane-specific driving direction at the next intersection. For example, if the gap distance is 70 meters, it can be determined that the gap distance is less than or equal to the degradation control distance, and a reasonable lane change is no longer possible. If the vehicle is currently traveling in the straight lane of the first section, it must continue straight through the next intersection. If the vehicle is currently traveling in the left-turn lane of the first section, it must turn left through the next intersection.

[0060] However, if the car is still in Autopilot assisted driving mode, it is allowed to assist the vehicle in turning and lane changing. If the assisted driving is not downgraded, Autopilot assisted driving can provide lateral control + longitudinal control + dynamic path planning (automatic lane changes, overtaking, turning, etc.) Unlike basic LCC (which only supports lane centering and not turning at intersections), NOA has global navigation capabilities, can implement turning control at intersections, and can autonomously perform complex driving tasks.

[0061] If a user temporarily manually switches the navigation path during NOA operation, and the distance between vehicles is less than or equal to the degradation control distance, and the target navigation path and the initial navigation path are not in the same direction at the next intersection, the vehicle will execute the new navigation action in the original lane, which will lead to the risk of illegal driving. For example, if the initial navigation path requires straight driving at the next intersection, and the switched target navigation path requires a left turn, and the vehicle is already in the straight lane, then the vehicle will only be allowed to go straight when passing the intersection in the straight lane. The vehicle will not be able to immediately identify the lane attributes corresponding to its own position and will execute the left turn action of the target navigation path in the straight lane, resulting in illegal driving, affecting the user experience, and even causing an accident.

[0062] Therefore, it is necessary to downgrade the assisted driving level at this time and downgrade the automatic navigation assisted driving mode to the lane centering control mode to ensure that there will be no illegal control and ensure driving safety.

[0063] Step 502: In the lane centering control mode, wrong-way protection control is performed based on the road perception data.

[0064] In specific implementation, in center control mode, the vehicle's strategy at intersections is to automatically start and stop the vehicle through the intersection using traffic lights when occupying the through lane. However, when occupying the left or right turn lane, the user will be prompted to manually take over immediately, and the function will exit. Because center control does not support left or right turns at intersections, in center control mode, if the vehicle is in the through lane of the first section, auxiliary control only needs to be performed based on the traffic light data in the road perception data. That is, when the light is green, the vehicle will be controlled to start and proceed straight through the next intersection. When the light is red, the vehicle will be controlled to idle and wait until the light turns green and proceed straight through the next intersection. If the vehicle is in the left turn lane of the first section, the user will be prompted to manually take over vehicle control immediately, and the driving assistance function will exit, requiring manual control through the intersection.

[0065] In some embodiments, as Figure 6 As shown, wrong-way protection control is performed based on road perception data, including: Step 601: Determine the road type of the current driving road based on the road perception data.

[0066] In specific implementation, in centered control mode, the perception layer performs environmental perception. This is achieved through multi-sensor fusion, which includes visual sensors and auxiliary sensors. The visual sensor can be a camera (e.g., monocular, binocular, or wide-angle camera), positioned atop the windshield, capturing lane images in real time and identifying lane boundaries, curvature, signal status, and the vehicle's relative position. Because visual sensors rely on clear lane lines, their recognition capabilities degrade in strong sunlight, rain and fog, worn lane lines, or sharp curves (radius of curvature <150m). Therefore, multi-sensor fusion perception is required using auxiliary sensors, including millimeter-wave radar and lidar. Millimeter-wave radar monitors the distance and relative speed between the vehicle and surrounding obstacles, particularly in inclement weather (such as heavy rain and fog), complementing visual perception blind spots. Lidar provides centimeter-level distance data, enhancing positioning capabilities in complex scenarios.

[0067] The perception layer uses multi-sensor fusion to perceive the environment and obtain road perception data. Lane lines are identified based on this road perception data, and the vehicle's lane attributes are determined. If a straight lane line is identified, the current road type is determined to be a straight lane. If a left-turn lane line is identified, the current road type is determined to be a left-turn lane; if a right-turn lane line is identified, the current road type is determined to be a right-turn lane. Therefore, when a left-turn lane line or a right-turn lane line is identified, the current road type is determined to be a turn lane.

[0068] Step 602: Perform wrong-way protection control according to the road type and traffic instruction information.

[0069] In specific implementation, when the road type is a straight road, the process of performing wrong-way protection control according to the road type and traffic instruction information is shown in the following embodiment.

[0070] In some embodiments, wrong-way protection control is performed based on road type and traffic indication information, including: In response to the road type being a turning lane, prompting the user to perform manual steering control according to the turning direction and traffic instruction information of the current road; After detecting the user's manual control operation, the lane centering control mode is exited and the vehicle is controlled to turn according to the manual control operation.

[0071] In specific implementations, if the road type is determined to be a turning lane, if the traffic light is green, and the turning direction is left, the user is prompted to turn left at the next intersection. If the road type is determined to be a turning lane, if the traffic light is green, and the turning direction is right, the user is prompted to turn right at the next intersection. If the road type is determined to be a turning lane, if the traffic light is red, and the turning direction is left, the user is prompted to turn left at the next intersection when the light is green. If the road type is determined to be a turning lane, if the traffic light is red, and the turning direction is right, the user is prompted to turn right at the next intersection when the light is green.

[0072] When the user manually controls the vehicle according to the prompt, all assisted driving functions are exited, and the user takes over vehicle control and controls the vehicle to turn according to the manual control operation. Among them, the user can interrupt the control process of assisted driving control at any time by manually controlling the vehicle.

[0073] In some embodiments, wrong-way protection control is performed based on road type and traffic indication information, including: In response to the road type being a through lane and the traffic instruction information being a passing instruction information, controlling the vehicle to go straight through the next intersection in a lane centering control mode; In response to the road type being a straight lane and the traffic instruction information being a stop instruction information, the vehicle is controlled to stop and wait, and when the stop instruction information is switched to a pass instruction information, the vehicle is controlled to go straight through the next intersection in the lane centering control mode.

[0074] In specific implementation, if the road type is a through lane and the traffic instruction is a pass (green light), the vehicle is controlled to proceed straight through the next intersection in lane centering mode. If the road type is a through lane and the traffic instruction is a stop (red light), the vehicle is controlled to stop and wait before the next intersection. When the stop instruction switches to a pass instruction, the vehicle is controlled to proceed straight through the next intersection in lane centering mode to avoid running red lights and ensure driving safety.

[0075] In some embodiments, as Figure 7 As shown, the wrong-way protection control is performed based on the separation distance and the degradation control distance, and also includes: Step 701: In response to the separation distance being greater than the degradation control distance, the target navigation path is sent to the crowdsourced map cloud.

[0076] In specific implementation, if the interval distance is greater than the degradation control distance, it means that making the change at this time will not result in an illegal lane change, and the assisted driving degradation can be avoided by changing lanes. At this time, it is only necessary to determine the navigation direction information for the next intersection according to the target navigation path, and determine the corresponding target lane on the first section according to the navigation direction information for the next intersection according to the target navigation path. If the target navigation path goes straight at the next intersection, and the lane the current vehicle is in is a straight lane, there is no need to change lanes, and there is no need to reduce the assisted driving level. The initial navigation path is directly replaced with the target navigation path to continue assisted driving control. If the target navigation path turns left at the next intersection, and the lane the current vehicle is in is a straight lane, after replacing the initial navigation path with the target navigation path, the vehicle is controlled to change lanes to the left, so that the vehicle changes lanes to the left turn lane before entering the guide lane line, and assisted driving control is performed according to the target navigation path. If the target navigation path turns right at the next intersection and the current lane of the vehicle is a straight lane, after replacing the initial navigation path with the target navigation path, control the vehicle to change lanes to the right turn lane before entering the guide lane line, and perform assisted driving control according to the target navigation path.

[0077] For example, if the separation distance is 200 meters, it can be determined that the separation distance is greater than the degraded control distance, and there is sufficient reserved distance to complete a reasonable lane change. If the vehicle is currently traveling in the straight lane of the first road segment and the target navigation path turns right at the next intersection, the vehicle is controlled to change lanes to the right turn lane and turn right through the next intersection. If the target navigation path turns left at the next intersection, the vehicle is controlled to change lanes to the left turn lane and turn left through the next intersection. If the target navigation path is currently going straight at the next intersection, the vehicle is controlled to go straight through the next intersection.

[0078] Unlike basic LCC (which only supports lane centering, not turns at intersections), NOA offers global navigation capabilities, enabling turn control at intersections and autonomously executing complex driving tasks. Therefore, it's important to maintain Autopilot Assisted Driving mode. In Autopilot Assisted Driving mode, the assisted vehicle is allowed to perform turns and lane changes without downgrading assisted driving. This ensures that no driving violations occur, while ensuring high-level assisted intelligent driving according to the target navigation path, enhancing the user experience.

[0079] The intelligent driving controller uploads the received navigation path to the crowdsourced map cloud. The crowdsourced map cloud obtains the map information corresponding to the navigation path through data matching, and sends the map information as the matching result to the intelligent driving controller to achieve more detailed map data acquisition.

[0080] Step 702: Perform assisted driving control based on the map data and real-time environmental perception data fed back by the crowdsourced map cloud.

[0081] During implementation, the crowdsourced map cloud sends the matched map information to the vehicle's intelligent driving controller. The controller then controls the vehicle based on the map information and the perception data from the integrated sensors, enabling point-to-point assisted driving along the navigation path. To ensure the accuracy of intelligent assisted driving, the controller automatically updates and confirms the navigation path upon receiving normal real-time navigation information.

[0082] In some embodiments, as Figure 8 As shown, after performing wrong-way protection control based on road perception data, it also includes: Step 801: After passing the next intersection, the lane centering control mode is restored to the automatic pilot assisted driving mode.

[0083] During specific implementation, before passing the next intersection, in order to ensure that no illegal driving occurs, the automatic navigation assisted driving mode will be downgraded to the lane centering control mode, which improves safety by sacrificing intelligence. After passing the next intersection, the risk of illegal driving caused by navigation path switching has disappeared. At this time, the lane centering control mode can be restored to the automatic navigation assisted driving mode to ensure a high level of intelligent assisted driving to improve the user's driving experience.

[0084] Step 802: In the automatic navigation assisted driving mode, the path is replanned according to the end position of the target navigation path and the current position to obtain a new navigation path.

[0085] During specific implementation, after the lane centering control mode is restored to the automatic pilot assisted driving mode, if the initial navigation path before the path switching is O→S1→M→S2→N→S5→J, and the target navigation path after the path switching is O→S1→M→S3→K, then the initial navigation path and the target navigation path have different navigation direction information for the next intersection. When passing the next intersection M, there is a conflict between the initial navigation path and the target navigation path. If the interval distance is less than or equal to the degradation control distance, it means that making changes at this time will result in an illegal lane change, and it is impossible to avoid assisted driving degradation by changing lanes. At this time, you can only continue driving in the current lane and execute the driving direction corresponding to the lane at the next intersection.

[0086] For example, if the interval distance is 70 meters, it can be determined that the interval distance is less than or equal to the degradation control distance. At this time, it is no longer possible to complete a reasonable lane change. If the vehicle is traveling on the straight lane of the first section at this time, it is necessary to go straight through the next intersection N. After passing the next intersection N, it enters the second section S2 which is an incorrect path relative to the target navigation path. Taking intersection K as the midpoint of the target navigation path as an example, after the vehicle passes the next intersection N, the path is replanned according to the end position of the target navigation path and the current position to obtain a new navigation path S2→N→K. That is, in order to avoid illegal driving, the navigation path is replanned after driving to the wrong section to ensure that the user can reach the corresponding destination.

[0087] Step 803: Send the new navigation path to the crowdsourced map cloud.

[0088] In specific implementation, after passing the next intersection M, there is enough time to switch the navigation path, and there is no risk of taking the wrong road or driving illegally at the intersection N. The intelligent driving controller directly uploads the new navigation path to the crowdsourced map cloud. The crowdsourced map cloud obtains new map information corresponding to the new navigation path through data matching, and sends the new map information as the matching result to the intelligent driving controller.

[0089] Step 804: Perform assisted driving control based on the map data and real-time environmental perception data fed back by the crowdsourced map cloud.

[0090] During specific implementation, the intelligent driving controller controls the vehicle based on the new map information and the perception results sent by the fusion sensor, realizes point-to-point assisted driving control according to the target navigation path, realizes the correction of the navigation path, and ensures that the user can drive to the destination.

[0091] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0092] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0093] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a control device for wrong-circuit protection.

[0094] refer to Figure 9 The control device for the fault protection comprises: The target path determination module 10 is configured to: determine a target navigation path after switching in response to detecting a user's path switching operation on an initial navigation path in the automatic pilot assisted driving mode; The interval distance determination module 20 is configured to: determine the interval distance between the current position and the next intersection in response to the navigation direction information of the target navigation path and the initial navigation path being different for the next intersection; The degradation protection control module 30 is configured to determine a degradation control distance according to the current vehicle speed, and perform wrong-way protection control according to the interval distance and the degradation control distance.

[0095] Optionally, the degradation protection control module 30 is further configured to: Determine the dynamic control distance based on the current vehicle speed and the preset reaction time; In response to the dynamic control distance being greater than or equal to the preset static control distance, determining the dynamic control distance as a degraded control distance; or, In response to the dynamic control distance being smaller than the preset static control distance, the static control distance is determined as a degraded control distance.

[0096] Optionally, the degradation protection control module 30 is further configured to: In response to the separation distance being less than or equal to the downgrade control distance, downgrading the Autopilot assisted driving mode to the lane centering control mode; In lane centering control mode, wrong-way protection control is performed based on road perception data.

[0097] Optionally, the degradation protection control module 30 is further configured to: Determine the road type of the current road based on the road perception data; Carry out wrong-way protection control according to road type and traffic instruction information.

[0098] Optionally, the degradation protection control module 30 is further configured to: In response to the road type being a turning lane, prompting the user to perform manual steering control according to the turning direction and traffic instruction information of the current road; After detecting the user's manual control operation, the lane centering control mode is exited and the vehicle is controlled to turn according to the manual control operation.

[0099] Optionally, the degradation protection control module 30 is further configured to: In response to the road type being a through lane and the traffic instruction information being a passing instruction information, controlling the vehicle to go straight through the next intersection in a lane centering control mode; In response to the road type being a straight lane and the traffic instruction information being a stop instruction information, the vehicle is controlled to stop and wait, and when the stop instruction information is switched to a pass instruction information, the vehicle is controlled to go straight through the next intersection in the lane centering control mode.

[0100] Optionally, the degradation protection control module 30 is further configured to: In response to the separation distance being greater than the degradation control distance, sending the target navigation path to a crowdsourced map cloud; Assisted driving control is performed based on map data and real-time environmental perception data fed back from the crowdsourced map cloud.

[0101] Optionally, the degradation protection control module 30 is further configured to: After passing the next intersection, the lane centering control mode is restored to the automatic pilot assisted driving mode; In the automatic pilot assisted driving mode, the path is replanned according to the destination position of the target navigation path and the current position to obtain a new navigation path; Send the new navigation path to the crowdsourced map cloud; Assisted driving control is performed based on map data and real-time environmental perception data fed back from the crowdsourced map cloud.

[0102] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0103] The device of the above embodiment is used to implement the corresponding control method of wrong-path protection in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0104] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the control method for wrong-circuit protection described in any of the above embodiments is implemented.

[0105] Figure 10A more specific hardware structure diagram of an electronic device provided in this embodiment is shown. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0106] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0107] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0108] The input / output interface 1030 is used to connect to input / output modules to enable information input and output. The input / output modules can be configured as components within the device (not shown) or externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, and various sensors. Output devices may include a display, speaker, vibrator, indicator light, and the like.

[0109] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.).

[0110] The bus 1050 comprises a pathway for transmitting information between various components of the device, such as the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 .

[0111] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0112] The electronic device of the above embodiment is used to implement the corresponding control method of wrong-circuit protection in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0113] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the control method of wrong-circuit protection as described in any of the above embodiments.

[0114] The computer-readable media of this embodiment includes permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0115] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the control method for wrong-way protection as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0116] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or wrong-way protection control device of the above-mentioned embodiment, and executing the wrong-way protection control method as described in any of the above embodiments through the electronic device or wrong-way protection control device of the above-mentioned embodiment, and having the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0118] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0119] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0120] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0121] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0122] In addition, to simplify the description and discussion, and to avoid obscuring the understanding of the embodiments of the present application, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. Furthermore, devices may be shown in block diagram form to avoid obscuring the understanding of the embodiments of the present application, and this also takes into account the fact that the implementation details of these block diagram devices are highly dependent on the platform on which the embodiments of the present application will be implemented (i.e., these details should be fully understood by those skilled in the art). Where specific details (e.g., circuits) are set forth to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations therefrom. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0123] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the discussed embodiments.

[0124] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A control method for wrong-way protection, characterized in that: include: In response to detecting a path switching operation of a user with respect to an initial navigation path in an automatic pilot assisted driving mode, determining a target navigation path after switching; In response to the target navigation path and the initial navigation path having different navigation direction information for a next intersection, determining a distance between a current position and the next intersection; A degradation control distance is determined according to the current vehicle speed, and wrong-way protection control is performed according to the interval distance and the degradation control distance.

2. The control method for wrong-circuit protection according to claim 1, characterized in that: Determining the degradation control distance according to the current vehicle speed includes: Determine the dynamic control distance based on the current vehicle speed and the preset reaction time; In response to the dynamic control distance being greater than or equal to a preset static control distance, determining the dynamic control distance as the degraded control distance; or, In response to the dynamic control distance being smaller than a preset static control distance, the static control distance is determined as the degraded control distance.

3. The control method for wrong-circuit protection according to claim 1, characterized in that: The performing wrong-path protection control according to the separation distance and the degradation control distance includes: In response to the separation distance being less than or equal to the demotion control distance, degrading the automatic pilot assisted driving mode to a lane centering control mode; In the lane centering control mode, wrong-way protection control is performed based on road perception data.

4. The control method for wrong-path protection according to claim 3, characterized in that: The wrong-way protection control according to the road perception data includes: determining a road type of a current driving road according to the road perception data; Wrong-way protection control is performed according to the road type and traffic instruction information.

5. The control method for wrong-circuit protection according to claim 4, characterized in that: The performing wrong-way protection control according to the road type and traffic instruction information includes: In response to the road type being a turning lane, prompting the user to perform manual steering control according to the turning direction of the current travel road and the traffic instruction information; After detecting the user's manual control operation, the lane centering control mode is exited, and the vehicle is controlled to turn according to the manual control operation.

6. The control method for wrong-circuit protection according to claim 4, characterized in that: The performing wrong-way protection control according to the road type and traffic instruction information includes: In response to the road type being a through lane and the traffic instruction information being passing instruction information, controlling the vehicle to go straight through the next intersection in the lane centering control mode; In response to the road type being a straight lane and the traffic instruction information being a stop instruction information, the vehicle is controlled to stop and wait, and when the stop instruction information is switched to the pass instruction information, the vehicle is controlled to go straight through the next intersection in the lane centering control mode.

7. The control method for wrong-circuit protection according to claim 1, characterized in that: Performing wrong-path protection control according to the separation distance and the degradation control distance further includes: In response to the separation distance being greater than the degradation control distance, sending the target navigation path to a crowdsourced map cloud; Assisted driving control is performed based on the map data and real-time environmental perception data fed back by the crowdsourced map cloud.

8. The control method for wrong-circuit protection according to claim 3, characterized in that: After performing wrong-way protection control based on road perception data, it also includes: After passing the next intersection, reverting the lane centering control mode to the automatic pilot assisted driving mode; In the automatic navigation assisted driving mode, the path is replanned according to the end position of the target navigation path and the current position to obtain a new navigation path; Sending the new navigation path to a crowdsourced map cloud; Assisted driving control is performed based on the map data and real-time environmental perception data fed back by the crowdsourced map cloud.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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