Lane-level navigation upgrading and downgrading control method, device, equipment, medium and product

Abstract

The embodiment of the invention provides a lane-level navigation upgrading and downgrading control method and device, equipment, a medium and a product. Under the condition that the vehicle is in lane-level navigation, whether at least one of a plurality of preset navigation degradation conditions is met or not is monitored in parallel; if at least one navigation degradation condition is met, navigation degradation control is carried out on the vehicle, the navigation degradation control is used for switching lane-level navigation to intermediate-state navigation, and the navigation precision of the intermediate-state navigation is between the lane-level navigation and the road-level navigation; under the condition that the vehicle is in the intermediate state navigation, monitoring whether a plurality of navigation degradation conditions are not met in parallel; and if the plurality of navigation degradation conditions are not met, navigation upgrade control is performed on the vehicle, and the navigation upgrade control is used for switching the intermediate state navigation to the lane level navigation mode. According to the invention, the navigation switching frequency is reduced, stable and safe lane-level navigation upgrading and downgrading control is realized, and the driving continuity, reliability and safety are improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving assistance technology, and in particular to a lane-level navigation upgrade and downgrade control method, device, equipment, medium and product. Background Technology

[0002] Lane Level Navigation (LLN), a key technology in intelligent driving assistance systems, relies on high-precision maps and real-time vehicle positioning data to provide users with lane-level route planning and navigation guidance, significantly improving driving safety and navigation accuracy in complex road conditions.

[0003] In related technologies, navigation upgrade / downgrade control for vehicles typically determines whether to downgrade navigation based on the vehicle's real-time positioning accuracy or map matching status. When downgrading is determined, navigation downgrade control is executed, reducing navigation from lane-level to road-level. Conversely, when the positioning accuracy or map matching status meets the requirements for lane-level navigation, navigation upgrade control is executed, upgrading navigation from road-level to lane-level. This navigation upgrade / downgrade control method causes the vehicle to frequently switch navigation modes, affecting driving continuity and reliability, and increasing safety hazards.

[0004] Therefore, how to achieve stable and safe lane-level navigation upgrade and downgrade control has become a technical problem that urgently needs to be solved. Summary of the Invention

[0005] This application provides a lane-level navigation upgrade and downgrade control method, device, equipment, medium, and product to achieve stable and safe lane-level navigation upgrade and downgrade control, thereby improving driving continuity, reliability, and safety.

[0006] In a first aspect, embodiments of this application provide a lane-level navigation upgrade / downgrade control method, including:

[0007] When the vehicle is in lane-level navigation, it monitors in parallel whether at least one of the preset navigation degradation conditions is met.

[0008] If at least one navigation degradation condition is met, navigation degradation control is applied to the vehicle. Navigation degradation control is used to switch lane-level navigation to intermediate-state navigation, where the navigation accuracy is between lane-level navigation and road-level navigation.

[0009] When the vehicle is in intermediate navigation mode, monitor in parallel whether multiple navigation degradation conditions are not met.

[0010] If multiple navigation downgrade conditions are not met, the vehicle will be subject to navigation upgrade control, which is used to switch the intermediate navigation mode to lane-level navigation mode.

[0011] In one feasible embodiment, the lane-level navigation upgrade / downgrade control method further includes: retaining high-precision map data when the vehicle is in an intermediate navigation state.

[0012] In one feasible embodiment, multiple navigation degradation conditions include at least two of the following:

[0013] First condition: The distance to the toll station is less than the first distance threshold;

[0014] Second condition: Exit the tunnel and the distance to the tunnel exit is less than the second distance threshold;

[0015] Third condition: Driving inside a tunnel;

[0016] Fourth condition: The road type for driving is neither a highway nor an expressway;

[0017] Fifth condition: The confidence level of the vehicle positioning module is less than the confidence threshold;

[0018] Sixth condition: Driving in a long tunnel whose length exceeds the length threshold;

[0019] Seventh condition: Driving through a multi-exit tunnel;

[0020] Eighth condition: Driving in a continuous tunnel scenario, and the distance between adjacent tunnels is less than the spacing threshold;

[0021] Ninth condition: The vehicle's configuration file indicates that lane-level navigation is disabled;

[0022] Condition 10: The user can disable lane-level navigation via the user interface.

[0023] In one possible implementation, multiple navigation degradation conditions correspond to multiple priorities, including high priority and low priority, wherein the anti-shake duration of the navigation degradation condition corresponding to the high priority is less than the anti-shake duration of the navigation degradation condition corresponding to the low priority.

[0024] In one possible implementation, the lane-level navigation upgrade / downgrade control method further includes: when the navigation downgrade conditions corresponding to high priority are met, adjusting the target navigation downgrade conditions corresponding to low priority based on the scene characteristics corresponding to the met navigation downgrade conditions, and adjusting the threshold in the relaxed conditions and / or the anti-shake duration in the extended conditions.

[0025] In one possible implementation, the lane-level navigation upgrade / downgrade control method further includes:

[0026] Within the anti-shake duration of the navigation degradation condition, obtain the trigger frequency of the navigation degradation condition;

[0027] If the trigger frequency is greater than the frequency threshold, the anti-shake duration of the navigation degradation condition will be adjusted downward. The frequency threshold is based on the driving safety settings of the scenario corresponding to the navigation degradation condition.

[0028] If the trigger frequency is less than or equal to the frequency threshold, the anti-shake duration of the navigation degradation condition will be adjusted upwards.

[0029] In one possible implementation, the lane-level navigation upgrade / downgrade control method further includes:

[0030] Based on the vehicle's historical driving data and current driving route, predict the road conditions ahead;

[0031] If the road conditions meet at least one navigation degradation condition, then prepare for degradation in advance for the met navigation degradation condition. Preparing for degradation in advance includes at least one of the following: preparing degradation resources in advance, determining the best degradation point in advance, and providing early warning of degradation.

[0032] In one possible implementation, the lane-level navigation upgrade / downgrade control method further includes:

[0033] A state machine is used to manage the states of multiple navigation degradation conditions. When the navigation degradation condition is met, the state is set to true; when the navigation degradation condition is not met, the state is set to false.

[0034] Correspondingly, the parallel monitoring of whether at least one of the preset navigation degradation conditions is met includes: monitoring the status of the multiple navigation degradation conditions in parallel to determine whether at least one is met.

[0035] Secondly, embodiments of this application provide a lane-level navigation upgrade / downgrade control device, which includes:

[0036] The first monitoring module is used to monitor in parallel whether at least one of a number of preset navigation degradation conditions is met when the vehicle is in lane-level navigation.

[0037] The degradation control module is used to perform navigation degradation control on the vehicle if at least one navigation degradation condition is met. The navigation degradation control is used to switch lane-level navigation to intermediate-state navigation, and the navigation accuracy of intermediate-state navigation is between lane-level navigation and road-level navigation.

[0038] The second monitoring module is used to monitor in parallel whether multiple navigation degradation conditions are not met when the vehicle is in intermediate navigation mode.

[0039] The upgrade control module is used to perform navigation upgrade control on the vehicle if multiple navigation downgrade conditions are not met. The navigation upgrade control is used to switch the intermediate navigation to lane-level navigation mode.

[0040] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0041] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor or the like, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0042] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor or the like, implements the first aspect and / or various possible implementations of the first aspect.

[0043] The lane-level navigation upgrade / downgrade control method, device, equipment, medium, and product provided in this application, while the vehicle is in lane-level navigation, monitors multiple preset navigation downgrade conditions in parallel. Once at least one downgrade condition is met, navigation downgrade control is executed, promptly switching the vehicle's navigation mode from lane-level navigation to an intermediate navigation mode with accuracy between lane-level and road-level. By performing an "OR" logic judgment on multiple downgrade conditions, navigation downgrade control is quickly responded to ensure driving safety. On the other hand, when the vehicle is in intermediate navigation, it monitors in parallel whether all of the multiple downgrade conditions are not met. When none are met, navigation upgrade control is performed, switching the intermediate navigation back to lane-level navigation mode. By performing an "AND" logic judgment on multiple downgrade conditions that are not met, the situation where navigation upgrades are triggered by a single condition and become too aggressive is reduced. While ensuring driving safety, the frequency of vehicle navigation mode switching is reduced, improving the stability of navigation upgrades / downgrades, and thus ensuring driving stability. This allows for flexible and stable dynamic adjustment of lane-level navigation upgrades and downgrades, ensuring the reliability and consistency of navigation in complex environments while further enhancing the applicability and efficiency of lane-level navigation in various scenarios. Attached Figure Description

[0044] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0045] Figure 1 A schematic diagram of a scenario for lane-level navigation upgrade / downgrade control provided in an embodiment of this application;

[0046] Figure 2 A flowchart illustrating the lane-level navigation upgrade / downgrade control method provided in this application embodiment. Figure 1 ;

[0047] Figure 3 A flowchart illustrating the lane-level navigation upgrade / downgrade control method provided in this application embodiment. Figure 2 ;

[0048] Figure 4 This is a schematic diagram of the structure of the lane-level navigation upgrade and downgrade control device provided in the embodiments of this application;

[0049] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0050] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0051] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0052] First, let me explain the terms used in this application:

[0053] Lane-level navigation is a high-precision navigation method that relies on advanced positioning technology and high-precision map data to accurately identify the specific lane the vehicle is currently in and provide users with detailed navigation guidance. It not only informs users of conventional information such as the direction and distance of the road ahead, but also clearly indicates which lane the vehicle should be in and when to change lanes, allowing users to prepare in advance. Especially in complex road conditions such as multi-lane intersections and highway entrances and exits, it can effectively prevent users from taking the wrong route due to incorrect lane selection, greatly improving the accuracy and practicality of navigation and bringing users a safer and more convenient travel experience.

[0054] Road-level navigation is a navigation mode that uses the road as a whole as the basic navigation unit. It does not display detailed lane information within the road, but rather plans routes and provides guidance by treating the road as a whole. It primarily relies on basic elements such as road connections, direction, and traffic rules to indicate the road path that vehicles or pedestrians should follow from their origin to their destination. For example, it informs drivers that they need to enter a specific road or turn at a certain intersection. Compared to lane-level navigation, which provides precise guidance for each lane, road-level navigation has relatively lower accuracy, but it can provide basic and stable navigation services in a wider area and under different road conditions, meeting basic travel route planning needs.

[0055] In related technologies, upgrading is immediately triggered once a certain condition is met, lacking comprehensive judgment. Other conditions may not yet be met, leading to an immediate downgrade after the upgrade. A single condition triggering navigation upgrades or downgrades can result in frequent downgrades, causing vehicles to switch frequently between lane-level and road-level navigation, leading to navigation system instability and impacting user experience. Furthermore, blindly upgrading before conditions are fully restored increases safety risks. Therefore, achieving flexible, stable, and safe lane-level navigation upgrade / downgrade control has become a pressing technical challenge in this field.

[0056] To address the aforementioned issues, this application provides a lane-level navigation upgrade / downgrade control scheme. This scheme employs a comprehensive judgment mechanism based on multiple navigation downgrade conditions, including: "OR" logic for lane-level navigation downgrade control to ensure rapid response and driving safety; and "AND" logic for lane-level navigation upgrade control to reduce overly aggressive upgrades caused by single-condition triggering. This ensures driving safety while reducing the frequency of navigation switching, improving the stability of navigation upgrades, and achieving stable and safe lane-level navigation upgrade / downgrade control, thereby enhancing driving continuity, reliability, and safety.

[0057] The lane-level navigation upgrade and downgrade control scheme provided in this application can be applied to high-precision map (HD Map) lane-level navigation systems, scenarios that require dynamic adjustment of navigation accuracy, navigation systems with strict safety requirements, autonomous driving and driver assistance systems, and other fields that use lane-level navigation. This application does not impose any restrictions on these applications.

[0058] Please see Figure 1 , Figure 1 This is a schematic diagram illustrating a scenario for lane-level navigation upgrade / downgrade control provided in an embodiment of this application. Figure 1 As shown, the scenario includes a terminal device 110 and a server 120. The terminal device 110 and the server 120 communicate with each other via wired or wireless network. The terminal device 110 can upload its own data to the server 120 and can also retrieve data from the server 120.

[0059] in, Figure 1 The terminal device 110 shown can be any terminal device that supports the installation of navigation map software, such as a smartphone, in-vehicle computer, tablet computer, laptop computer, or wearable device, but is not limited to these. Figure 1 The server 120 shown is a navigation server. It can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms. No restrictions are placed on this. The terminal device 110 can communicate with the server 120 via wireless networks such as 3G (third-generation mobile information technology), 4G (fourth-generation mobile information technology), and 5G (fifth-generation mobile information technology). No restrictions are placed on this as well.

[0060] It should be noted that, Figure 1 The number of terminal devices 110 and servers 120 is merely illustrative; any number of terminal devices 110 and servers 120 can be used as needed.

[0061] In an exemplary embodiment, the lane-level navigation upgrade / downgrade control method provided in this application can be executed by a terminal device 110. For example, when the vehicle is in lane-level navigation mode, the terminal device 110 can acquire relevant vehicle data in real time and monitor in parallel whether at least one of a plurality of preset navigation downgrade conditions is met based on the relevant data. If at least one navigation downgrade condition is met, navigation downgrade control is performed on the vehicle, which switches lane-level navigation to intermediate-state navigation, where the navigation accuracy is between lane-level and road-level navigation. When the vehicle is in intermediate-state navigation, multiple navigation downgrade conditions are monitored in parallel based on the real-time acquired vehicle data to see if none are met. If none of the multiple navigation downgrade conditions are met, navigation upgrade control is performed on the vehicle, which switches intermediate-state navigation to lane-level navigation mode. In this example, the terminal device 110 interacts with the vehicle or with the navigation system in the vehicle to control the navigation upgrade / downgrade.

[0062] In another exemplary embodiment, server 120 may have functions similar to terminal device 110 to execute the lane-level navigation upgrade / downgrade control method provided in this application embodiment. For example, when the vehicle is in lane-level navigation mode, server 120 can acquire relevant vehicle data in real time and monitor in parallel whether at least one of a plurality of preset navigation downgrade conditions is met based on the relevant data. If at least one navigation downgrade condition is met, navigation downgrade control is performed on the vehicle, which switches lane-level navigation to intermediate-state navigation, where the navigation accuracy is between lane-level and road-level navigation. When the vehicle is in intermediate-state navigation, server 120 monitors in parallel whether all navigation downgrade conditions are not met based on real-time acquired vehicle data. If all navigation downgrade conditions are not met, navigation upgrade control is performed on the vehicle, which switches intermediate-state navigation to lane-level navigation mode. In this example, server 120 interacts with the vehicle or with the navigation system in the vehicle to control navigation upgrade / downgrade.

[0063] In another exemplary embodiment, the terminal device 110 and the server 120 can also jointly execute the lane-level navigation upgrade / downgrade control method provided in the embodiments of this application. For example, the server 120 can acquire relevant vehicle data in real time during vehicle operation, monitor multiple preset navigation downgrade conditions in parallel based on the relevant data, and generate a navigation downgrade control command when any one of the downgrade conditions is met, sending it to the terminal device 110. The terminal device 110 then downgrades the vehicle from lane-level navigation to an intermediate state navigation with accuracy between lane-level and road-level navigation based on this control command. Conversely, when the server 120 detects that none of the multiple navigation downgrade conditions are met, it generates a navigation upgrade control command and sends it to the terminal device 110. The terminal device 110 then upgrades the vehicle's navigation mode from the intermediate state navigation to lane-level navigation based on the navigation upgrade control command. This achieves flexible control over the lane-level navigation upgrade / downgrade of the vehicle. In this example, the terminal device 110 and the server 120 interact with the vehicle or the navigation system in the vehicle to control the navigation upgrade / downgrade.

[0064] In the example above, monitoring multiple navigation degradation conditions can be achieved by using a state machine as the core management tool. That is, by monitoring the state machines corresponding to the multiple navigation conditions, it can be determined whether the lane-level navigation upgrade / downgrade conditions are met.

[0065] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0066] Figure 2 A flowchart illustrating the lane-level navigation upgrade / downgrade control method provided in this application embodiment. Figure 1 .like Figure 2 As shown, the process of this lane-level navigation upgrade / downgrade control method includes the following steps:

[0067] Step S201: When the vehicle is in lane-level navigation, monitor in parallel whether at least one of the preset navigation degradation conditions is met.

[0068] In this step, multiple navigation downgrade conditions may include different types of downgrade conditions, such as key conditions for vehicle downgrade, important conditions for vehicle downgrade, scenario-based conditions corresponding to vehicle downgrade, and auxiliary conditions for vehicle downgrade, etc., which affect the navigation mode.

[0069] For multiple navigation degradation conditions, a parallel monitoring approach is adopted to monitor them quickly and ensure the safety of the navigation system.

[0070] It should be noted that this application does not limit the number of navigation degradation conditions; the specific number can be dynamically set based on historical experience or actual circumstances. The number of navigation degradation conditions can be 3, 5, 8, 10, 12, or other quantities. Conditions can also be added or deleted in real time, such as adding weather conditions; or the specific meaning of existing conditions can be changed, etc.

[0071] Step S202: If at least one navigation degradation condition is met, then navigation degradation control is performed on the vehicle. The navigation degradation control is used to switch lane-level navigation to intermediate-state navigation. The navigation accuracy of the intermediate-state navigation is between that of lane-level navigation and road-level navigation.

[0072] If at least one of the above navigation degradation conditions is met, it can be determined that the vehicle meets the navigation degradation conditions, and the vehicle's navigation degradation control will then be initiated to switch the vehicle from lane-level navigation to intermediate-state navigation. It can be understood that when any one of the multiple navigation degradation conditions is met, navigation degradation control is performed on the vehicle, corresponding to the design principle of "no missed degradation," prioritizing driving safety.

[0073] Intermediate-state navigation can be understood as a transitional or specific form, such as lane-group level navigation or wide-lane navigation. It is more accurate than road-level navigation, meaning that the navigation accuracy of intermediate-state navigation is less than that of lane-level navigation, but greater than that of road-level navigation. By setting intermediate-state navigation, when any of the multiple navigation degradation conditions is met, the system switches from lane-level navigation to intermediate-state navigation instead of directly downgrading to road-level navigation. This allows for a quick return to lane-level navigation once the conditions are restored, and also reduces the impact of the significant drop in navigation accuracy caused by switching from lane-level to road-level navigation on the overall navigation performance.

[0074] Optionally, in some feasible embodiments, the intermediate-state navigation can be wide-lane navigation. Wide-lane navigation uses a wider range of lanes as its navigation basis. It doesn't require the same level of precision in lane division and positioning as lane-level navigation, thus avoiding navigation errors caused by minor lane changes or positioning deviations. However, it offers higher accuracy than road-level navigation, providing more detailed driving guidance. Therefore, using wide-lane navigation as an intermediate-state navigation method ensures reliable navigation services even under navigation degradation conditions, improving the navigation user experience.

[0075] Step S203: When the vehicle is in intermediate navigation mode, monitor in parallel whether multiple navigation degradation conditions are not met.

[0076] The system comprehensively assesses whether all navigation degradation conditions are no longer met through parallel processing. Only when all conditions are no longer met does it indicate that the factors affecting lane-level navigation have been eliminated. This AND logic improves the stability of the navigation system; that is, an upgrade is only allowed when all conditions are restored, corresponding to the "no wrong upgrade" design philosophy, prioritizing driving safety and ensuring navigation quality.

[0077] Alternatively, as an alternative approach, multiple navigation upgrade conditions can be set based on the one-to-one mutual exclusion principle, according to the aforementioned multiple navigation degradation conditions. In this case, it is possible to monitor in parallel whether all multiple navigation degradation and upgrade conditions are met.

[0078] For example, the one-to-one mutual exclusion principle can be understood as follows: if the navigation downgrade condition is that the distance to the toll station is less than a distance threshold, then the corresponding navigation upgrade condition is that the distance to the toll station is greater than or equal to that distance threshold. In other words, "not meeting the navigation downgrade condition" is equivalent to "meeting the navigation upgrade condition".

[0079] Step S204: If multiple navigation downgrade conditions are not met, then the vehicle is subject to navigation upgrade control, which is used to switch the intermediate navigation mode to lane-level navigation mode.

[0080] When multiple navigation degradation conditions are monitored in parallel and it is determined that all of these conditions are not met, it indicates that the current environment has overcome the influencing factors of lane-level navigation. The navigation mode can then be upgraded to lane-level navigation. Subsequently, navigation upgrade control is performed on the vehicle to switch it from the less accurate intermediate navigation to the more accurate lane-level navigation, so that the vehicle can regain more accurate navigation guidance.

[0081] Through the lane-level navigation upgrade / downgrade control process from steps S201 to S204, a complete loop consisting of four stages is formed: Stage 1 (downgrade monitoring) → Stage 2 (downgrade execution) → Stage 3 (upgrade monitoring) → Stage 4 (upgrade execution) → Return to Stage 1. As long as navigation is running, this loop continues to execute, automatically switching navigation modes according to the real-time conditions of vehicle operation, thereby dynamically adapting to the vehicle's driving environment.

[0082] In the embodiments provided in the application, when the vehicle is in lane-level navigation, multiple preset navigation degradation conditions are monitored in parallel. Once at least one navigation degradation condition is met, navigation degradation control is executed, and the vehicle's navigation mode is switched from lane-level navigation to an intermediate navigation mode with accuracy between lane-level and road-level. By performing an "OR" logic judgment on multiple navigation degradation conditions, navigation degradation control is quickly responded to ensure driving safety. On the other hand, when the vehicle is in intermediate navigation, it is monitored in parallel whether all of the multiple navigation degradation conditions are not met. When none are met, navigation upgrade control is executed, switching the intermediate navigation back to lane-level navigation mode. By performing an "AND" logic judgment on multiple navigation degradation conditions that are not met, the situation where navigation upgrades triggered by a single condition are reduced, which could lead to overly aggressive upgrades. While ensuring driving safety, the frequency of vehicle navigation switching is reduced, improving the stability of navigation mode upgrades, and thus ensuring driving stability. In this way, dynamic adjustment of lane-level navigation upgrades and downgrades can be flexibly and stably achieved, ensuring the reliability and consistency of vehicle navigation in complex environments, and further improving the applicability and efficiency of lane-level navigation in various scenarios.

[0083] Based on the above embodiments, in one of the exemplary embodiments provided in this application, the specific implementation of the lane-level navigation upgrade and downgrade control method further includes: retaining high-precision map data when the vehicle is in an intermediate navigation state.

[0084] In this embodiment, when a vehicle degrades from lane-level navigation to intermediate-state navigation, it retains high-precision map capabilities. This is because if high-precision map capabilities were directly discarded during the degrade process, reloading map data would be necessary when reverting to lane-level navigation. This process not only consumes significant time and system resources but may also cause temporary interruptions to navigation services, affecting the driving experience and navigation continuity. Retaining high-precision map data effectively reduces this risk. For example, if a vehicle switches to intermediate-state navigation inside a tunnel and then exits the tunnel when multiple navigation degrade conditions are not met, lane-level navigation can be quickly restored without reloading map data.

[0085] In the embodiments provided in this application, by retaining high-precision map data when the vehicle is in an intermediate navigation state, on the one hand, the continuity of navigation services can be greatly improved. After the conditions affecting navigation are eliminated, lane-level navigation can be quickly restored based on the retained high-precision map data, avoiding navigation interruptions and delays caused by reloading map data, and providing drivers with smooth and uninterrupted navigation guidance. On the other hand, it effectively saves system resources, saves the time and computing resources required to reload high-precision map data, reduces the system burden, enables the vehicle navigation system to operate more efficiently, and also improves the overall navigation response speed, bringing users a better and more convenient navigation experience.

[0086] Based on the above embodiments, in one exemplary embodiment provided in this application, the above-mentioned multiple navigation degradation conditions include at least two of the following:

[0087] First condition: The distance to the toll station is less than the first distance threshold;

[0088] Second condition: Exit the tunnel and the distance to the tunnel exit is less than the second distance threshold;

[0089] Third condition: Driving inside a tunnel;

[0090] Fourth condition: The road type for driving is neither a highway nor an expressway;

[0091] Fifth condition: The confidence level of the vehicle positioning module is less than the confidence threshold;

[0092] Sixth condition: Driving in a long tunnel whose length exceeds the length threshold;

[0093] Seventh condition: Driving through a multi-exit tunnel;

[0094] Eighth condition: Driving in a continuous tunnel scenario, and the distance between adjacent tunnels is less than the spacing threshold;

[0095] Ninth condition: The vehicle's configuration file indicates that lane-level navigation is disabled;

[0096] Condition 10: The user can disable lane-level navigation via the user interface.

[0097] Optionally, multiple navigation degradation conditions can be monitored in parallel by setting up corresponding monitors. For example, for the 10 conditions mentioned above, 10 monitors can be set up to work in parallel, monitoring the navigation degradation conditions they are responsible for in real time.

[0098] Furthermore, the monitoring frequency of the monitor can be set, for example, 10 times per second, or once every 100 milliseconds.

[0099] Among the above navigation degradation conditions:

[0100] For toll station scenarios, due to the complex lane changes and irregular lane lines in the toll station area, and the difficulty in guiding the exit merging area, the toll station scenario is used as an optional navigation downgrade condition, namely the first condition mentioned above.

[0101] For exiting a tunnel or being inside a tunnel, due to the weak GPS signal and difficulty in lane line recognition inside the tunnel, a downgrade is required to ensure safety. Therefore, navigation downgrade conditions are set for exiting a tunnel, i.e., the second condition mentioned above; and navigation downgrade conditions are set for being inside a tunnel, i.e., the third condition mentioned above.

[0102] Regarding road classification, since lane-level navigation on ordinary roads is not very meaningful, navigation is downgraded to save resources. Road classification is set as the corresponding navigation downgrade condition, namely the fourth condition mentioned above.

[0103] For the positioning module downgrade, since low positioning reliability can lead to lane judgment errors and affect guidance accuracy, navigation downgrade conditions are set for the corresponding positioning module downgrade, namely the fifth condition mentioned above.

[0104] For long tunnels, multi-exit tunnels, or continuous tunnels, since lane-level guidance conditions are insufficient in these special tunnel scenarios, navigation degradation conditions are set for long tunnels, i.e., the sixth condition mentioned above; for multi-exit tunnels, navigation degradation conditions are set, i.e., the seventh condition mentioned above; and for continuous tunnels, navigation degradation conditions are set, i.e., the eighth condition mentioned above.

[0105] For configuration file control or user interface control, since the system or user actively disables lane-level navigation, the corresponding configuration file control sets the navigation degradation condition, namely the ninth condition mentioned above; the corresponding user interface control sets the navigation degradation condition, namely the tenth condition mentioned above.

[0106] The details are shown in Table 1 below:

[0107] Table 1 Examples of Navigation Downgrade Conditions

[0108]

[0109] For example, the first monitor can be a toll station monitor (TollStationListener); the second monitor can be a tunnel monitor (TunnelListener); the third monitor can be a tunnel monitor (TunnelListener); the fourth monitor can be a road type monitor (RouteLevelListener); the fifth monitor can be a configuration module data receiving monitor (DRListener); the sixth monitor can be a long tunnel monitor (LongTunnelListener); the seventh monitor can be a multi-exit tunnel monitor (MultiExitTunnelListener); the eighth monitor can be a continuous tunnel monitor (SerialTunnelListener); the ninth monitor can be a configuration monitor (ConfListener); and the tenth monitor can be a user interface navigation monitor (HUListener).

[0110] As shown in Table 1 above, 10 or more (e.g., at least two) navigation degradation conditions can be preset. These conditions can cover various scenarios that may affect lane-level navigation accuracy or applicability. Specifically, these include: when the vehicle is too close to a toll station (less than a first distance threshold, e.g., 500 meters), navigation accuracy may decrease due to special road conditions or interference in the toll station area, thus meeting the navigation degradation condition; when exiting a tunnel and being close to the tunnel exit (less than a second distance threshold, e.g., 200 meters), environmental changes may affect positioning, thus meeting the navigation degradation condition; when driving inside a tunnel, satellite signals may be blocked, leading to inaccurate positioning, thus meeting the navigation degradation condition; when the current road is not a highway or expressway, lane divisions may be unclear or frequently changing, thus meeting the navigation degradation condition; and when the vehicle positioning module has low confidence (less than a certain threshold). When the accuracy threshold (e.g., 60%) is reached, the positioning results of the positioning module are not reliable enough, thus meeting the navigation degradation condition; when the tunnel is too long, exceeding the length threshold, the signal obstruction time is long, thus meeting the navigation degradation condition; when the tunnel has multiple exits, the complexity of choosing an exit may interfere with navigation, thus meeting the navigation degradation condition; when driving in continuous tunnels with adjacent tunnels too close together, less than the interval threshold (e.g., 200 meters), the signal is repeatedly obstructed, thus meeting the navigation degradation condition; when the vehicle configuration file explicitly disables lane-level navigation, navigation degradation must be implemented according to the configuration; and when the user controls the lane-level navigation to be turned off through the user interface, navigation degradation control must be performed based on the user's selection.

[0111] Optionally, as shown in Table 1 above, the recovery conditions (such as the previously described "navigation upgrade conditions") and navigation downgrade conditions are mutually exclusive and correspond one-to-one. Specifically, navigation upgrade control can be performed on the vehicle when all of the following recovery conditions (navigation upgrade conditions) are met:

[0112] When the distance between the vehicle and the toll station exceeds a first distance threshold (e.g., 500 meters);

[0113] When a vehicle exits the tunnel and the distance to the tunnel exit is greater than a second distance threshold (e.g., 200 meters);

[0114] When the vehicle is not inside the tunnel (after leaving the tunnel);

[0115] When the current road type is highway or expressway;

[0116] When the confidence level of the vehicle positioning module is higher than the confidence threshold (e.g., 70%);

[0117] Not driving in a tunnel longer than a length threshold (e.g., 500) or in other situations, i.e., when leaving a long tunnel;

[0118] When not traveling in a tunnel with multiple exits, i.e. when leaving a tunnel with multiple exits;

[0119] When a vehicle is not traveling in a continuous tunnel and the interval between tunnels is less than the spacing threshold (e.g., 200 meters), i.e. when leaving the continuous tunnel area;

[0120] The vehicle's configuration file does not explicitly disable lane-level navigation, even when the configuration file explicitly enables lane-level navigation;

[0121] No user control was received to disable lane-level navigation via the user interface, even when the user enabled lane-level navigation.

[0122] In the embodiments provided in this application, by setting multiple navigation degradation conditions covering various complex scenarios, various factors affecting lane-level navigation accuracy can be accurately identified. When the vehicle is in environments such as being too close to a toll station, short distance after exiting a tunnel, inside a tunnel, on a non-highway or expressway, with low confidence of the positioning module, in a long tunnel, a multi-exit tunnel, or a continuous short-interval tunnel, or when the vehicle configuration or user instructions are not suitable for lane-level navigation, navigation degradation can be triggered in a timely manner. This avoids problems such as positioning deviation and guidance errors caused by forcibly maintaining lane-level navigation, ensuring the accuracy and reliability of navigation. At the same time, by flexibly switching navigation modes according to different conditions, the adaptability of navigation to different road conditions can be improved, providing users with a more stable and safer travel navigation service.

[0123] Based on the above embodiments, in one of the exemplary embodiments provided in this application, the above multiple navigation degradation conditions correspond to multiple priorities, and the multiple priorities include high priority and low priority, wherein the anti-shake duration of the navigation degradation condition corresponding to the high priority is less than the anti-shake duration of the navigation degradation condition corresponding to the low priority.

[0124] For example, referring to Table 1 above, when setting the priority and anti-shake duration mechanism for navigation degradation conditions, priorities are assigned based on the degree of direct impact of each condition on navigation safety, and anti-shake duration is configured accordingly. Optionally, high-priority conditions correspond to the navigation degradation conditions for the above-mentioned toll station scenario, tunnel exit scenario, tunnel scenario, long tunnel scenario, multi-exit tunnel, configuration file control, and user interface control, namely the first condition, second condition, third condition, sixth condition, seventh condition, eighth condition, ninth condition, and tenth condition; low-priority conditions correspond to the navigation degradation conditions corresponding to road level and positioning module degradation, namely the fourth condition and fifth condition. For high-priority conditions, the anti-shake mechanism can be bypassed, and an immediate response can be made; for low-priority conditions, a longer anti-shake duration can be set compared to high-priority conditions, as exemplified in Table 1.

[0125] Optionally, in some feasible embodiments, priorities and weights (stabilization duration) can also be set for different conditions, for example:

[0126] The first priority P0 corresponds to key conditions, including: location confidence, wide lane recognition, etc., and its corresponding anti-shake duration is zero, that is, navigation is immediately degraded after being triggered;

[0127] The second priority P1 corresponds to important conditions, including: CAN calibration protocol (CCP) data in the vehicle's configuration file, routing status, etc., and its corresponding anti-shake duration is 2 seconds, that is, after triggering for 2 seconds, the control navigation will be downgraded.

[0128] The third priority P2 corresponds to the following scenario conditions: toll stations, service areas, and tunnels, which can be downgraded in stages based on distance.

[0129] The auxiliary conditions corresponding to the fourth priority P3 include: points of interest, branching points, and broken circuits. After triggering these conditions for 3 seconds, navigation will be downgraded, meaning the anti-shake duration is 3 seconds.

[0130] In this example, the first priority P0 is higher than the second priority P1, the third priority P2, and the fourth priority P3.

[0131] It should be clarified that the above priority division and weight (stabilization duration) settings are for illustrative purposes only and do not constitute a limitation on this application.

[0132] In the embodiments provided in this application, by setting high and low priorities for different navigation degradation conditions and associating them with differentiated anti-shake durations, key safety issues, such as toll stations and tunnels, are given priority, thereby achieving a balance between the accuracy and response efficiency of lane-level navigation upgrade and downgrade control and reducing safety hazards.

[0133] By configuring shorter anti-shake durations for high-priority conditions, navigation downgrades can be quickly triggered to reduce erroneous guidance and ensure driving safety. Configuring longer anti-shake durations for low-priority conditions (such as changes in road type, long tunnels, and other environmental factors) can filter out brief signal fluctuations or temporary road conditions, preventing frequent switching of navigation modes due to misjudgments, improving navigation stability, and enhancing user experience.

[0134] This tiered anti-shake mechanism ensures immediate response in critical scenarios while optimizing fault tolerance in non-critical scenarios, ultimately forming a safe, reliable, intelligent, and efficient navigation degradation control system.

[0135] Based on the above embodiments, in one of the exemplary embodiments provided in this application, the specific implementation process of the lane-level navigation upgrade and downgrade control method may further include the following steps: when the navigation downgrade conditions corresponding to the high priority are met, based on the scene characteristics corresponding to the met navigation downgrade conditions, adjust the target navigation downgrade conditions corresponding to the low priority, and adjust the threshold in the relaxed conditions and / or the anti-shake duration in the extended conditions.

[0136] For example, when the high-priority navigation degradation conditions are met, the low-priority conditions can be dynamically adjusted based on the characteristics of the current vehicle scene. This can relax the trigger threshold for low-priority conditions or extend the anti-shake duration corresponding to low-priority conditions. For instance, if a user sends a lane-level navigation shutdown command through the user interface, the condition that the tunnel length is greater than a first distance threshold (e.g., 500 meters) can be adjusted to a tunnel length greater than a length threshold (e.g., 800 meters). The anti-shake duration can also be extended, such as adjusting the degradation from 3 seconds on non-highway roads to 5 seconds on non-highway roads, thereby reducing the frequent false triggering of low-priority conditions due to the continuous influence of high-priority scenes.

[0137] Optionally, if recovery conditions (navigation upgrade conditions) are set, the navigation upgrade conditions are adjusted accordingly according to the mutual exclusion principle. For example, the condition of "positioning restored and 500 meters away from the tunnel" is changed to "positioning restored and 800 meters away from the tunnel". This ensures the logical closed loop of lane-level navigation upgrade and downgrade control, guarantees rapid response in high-priority scenarios, and maintains stability in low-priority scenarios.

[0138] In the embodiments provided in this application, by dynamically associating high-priority and low-priority navigation conditions, when a high-priority scenario is triggered, the threshold of the low-priority condition is appropriately relaxed or its anti-shake duration is extended. This avoids frequent false triggering of low-priority conditions due to the continuous influence of the high-priority scenario, reducing unnecessary switching of navigation modes. On the other hand, based on the mutual exclusion principle, the upgrade conditions are adjusted synchronously to ensure the logical closed loop of lane-level navigation upgrade and downgrade control. This ensures both the rapid response priority of high-priority scenarios and improves the fault tolerance and stability of low-priority scenarios, ultimately achieving the accuracy, anti-interference, and consistency of user experience in lane-level navigation upgrade and downgrade control.

[0139] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the lane-level navigation upgrade / downgrade control method may further include steps S301 to S303:

[0140] Step S301: Within the anti-shake duration of the navigation degradation condition, obtain the trigger frequency of the navigation degradation condition;

[0141] Step S302: If the trigger frequency is greater than the frequency threshold, the anti-shake duration of the navigation degradation condition is adjusted downward. The frequency threshold is the driving safety setting based on the scenario corresponding to the navigation degradation condition.

[0142] Step S303: If the trigger frequency is less than or equal to the frequency threshold, then adjust the anti-shake duration of the navigation degradation condition upwards.

[0143] For example, following the above embodiments, after determining the anti-shake duration for the navigation degradation condition, the trigger frequency corresponding to the navigation degradation condition can be obtained within the observation window corresponding to that anti-shake duration. If the trigger frequency of the navigation degradation condition is greater than a preset frequency threshold within that anti-shake duration, the anti-shake duration corresponding to the navigation degradation condition can be adjusted downwards. It should be noted that the preset frequency threshold is based on the driving safety settings of the scenario corresponding to the navigation degradation condition.

[0144] For example, as shown in Table 1 above, the initial anti-shake duration for the non-highway condition in the navigation degradation conditions is 5 seconds. A 5-second observation window can be opened, and the trigger frequency of the non-highway condition can be continuously monitored within this window. For instance, due to factors such as unclear lane divisions and frequent lane changes on non-highway roads, the positioning module may continuously detect environmental interference, triggering the "non-highway" degradation condition 4 times. Since the actual trigger frequency of 4 times is greater than the threshold of 2 times set in advance based on the risk that frequent lane changes in non-highway scenarios may cause positioning deviations and affect driving safety, it can be determined that the current non-highway environmental interference intensity exceeds the safe range. In order to quickly respond to potential risks, the anti-shake duration of this condition can be adjusted from 5 seconds to 1 second. If the "non-highway" degradation condition is triggered again, the timing and observation will be restarted with the new 1-second anti-shake duration. If the trigger frequency still exceeds the threshold within 1 second, the 1-second anti-shake duration will continue to be maintained or further dynamically optimized. By shortening the anti-shake duration, the sensitivity of navigation degradation in non-highway scenarios can be improved.

[0145] Optionally, in some feasible implementations, during lane-level navigation operation, when a navigation degradation condition is detected, the trigger frequency of this condition is counted within a preset anti-shake duration. If the count shows that the trigger frequency is less than or equal to a frequency threshold set based on driving safety, it is determined that the current environmental interference is weak, and the anti-shake duration for this condition is automatically adjusted upwards. If the condition is triggered again subsequently, the timing and observation are restarted according to the new anti-shake duration. By extending the anti-shake duration, false degradation caused by brief interference is reduced, thus improving navigation stability. For example, in a non-highway scenario, the initial anti-shake duration corresponding to a non-highway navigation degradation condition is 5 seconds. If the non-highway navigation degradation condition is detected to be triggered twice within these 5 seconds, which is less than the preset threshold of 4 times based on driving safety, the anti-shake duration corresponding to this non-highway navigation degradation condition can be adjusted upwards, for example, from 5 seconds to 6 seconds.

[0146] In the embodiments provided in this application, the frequency of navigation degradation conditions being triggered within the anti-shake duration is dynamically monitored, and the anti-shake duration is adaptively adjusted in conjunction with driving safety requirements. This avoids safety risks caused by delayed degradation and prevents frequent switching of navigation modes due to accidental triggering. This mechanism, which dynamically optimizes the anti-shake duration based on actual scenarios, ensures timely response in high-risk scenarios and improves stability in low-risk scenarios, ultimately achieving accuracy, anti-interference capabilities, and consistent user experience in navigation upgrade / downgrade control.

[0147] Based on the above embodiments, in one of the exemplary embodiments provided in this application, the specific implementation process of the lane-level navigation upgrade and downgrade control method may further include steps S401 and S402:

[0148] Step S401: Based on the vehicle's historical driving data and current driving route, predict the road conditions ahead;

[0149] Step S402: If the road conditions meet at least one navigation degradation condition, then prepare for degradation in advance for the met navigation degradation condition. Preparing for degradation in advance includes at least one of preparing degradation resources in advance, determining the best degradation point in advance, and warning of degradation.

[0150] For example, based on the vehicle's historical driving data and the current driving route corresponding to the navigation-planned path, the road conditions ahead are predicted. Historical driving data includes frequently traveled routes and signal stability across different road sections. Then, based on the predicted road conditions ahead, it is determined whether the vehicle will enter a tunnel, mountainous area, or a non-highway / expressway area with weak signal. If the predicted road conditions meet one of the pre-set navigation degradation conditions, such as entering a long tunnel 500 meters ahead, lane-level navigation degradation resources are prepared in advance. For example, an intermediate navigation map is downloaded in advance as a degradation resource, and a signal-stable point is identified before the tunnel entrance as the optimal degradation point for navigation degradation, or a warning message about the impending degradation is issued to the driver at a suitable location.

[0151] For example, based on the vehicle's historical driving data and the current driving route corresponding to the navigation-planned path, if the predicted road conditions ahead are any of the following, then the corresponding advance preparation downgrade will be executed:

[0152] If there is a tunnel within 1 kilometer ahead, prepare to downgrade navigation resources in advance;

[0153] If there is a toll station 500 meters ahead, calculate the best downgrade point in advance;

[0154] If the location reliability shows a downward trend, the warning level may be downgraded.

[0155] Optionally, in some feasible implementations, key locations requiring navigation downgrade can be identified based on the vehicle's currently planned navigation route, such as toll booths or tunnel entrances. During this process, the real-time distance between the vehicle's current location and these preset switching points is continuously calculated. This real-time distance is then compared sequentially with a pre-set first distance threshold and a second distance threshold. When the comparison result indicates that the real-time distance is greater than the first distance threshold, a prompt message is proactively sent to the user interface, informing the user in advance that the navigation mode is about to change. Initialization work required for the target navigation mode is asynchronously executed in the background, including preloading corresponding map data, adjusting positioning parameters, and preparing path calculation resources, to prepare for subsequent navigation downgrade, but the navigation downgrade operation is not performed at this time. Navigation downgrade control is then implemented for the vehicle when the comparison result indicates that the real-time distance is less than or equal to the second distance threshold.

[0156] Furthermore, a gradual degradation approach can be adopted. For example:

[0157] Warning phase: Informs users that they may be downgraded;

[0158] Preparation phase: Preload wide lane mode resources;

[0159] Execution phase: Smoothly switch to wide lane mode.

[0160] In the embodiments provided in this application, by integrating historical driving data with the current route to predict the road ahead for intelligent predictive navigation degradation, potential scenarios requiring degradation can be identified in advance. Then, by preloading degradation resources, the switching latency can be reduced, for example, the switching latency can be reduced by 50%. This makes the degradation smoother and improves the user experience. Timely warnings of degradation reduce the impact of sudden navigation degradation on the user experience, thereby achieving proactive and smooth lane-level navigation upgrade and downgrade control and optimizing the user experience.

[0161] Based on the above embodiments, in one of the exemplary embodiments provided in this application, the specific implementation process of the lane-level navigation upgrade / downgrade control method may further include: using a state machine to manage the states of multiple navigation downgrade conditions, setting the state to true when the navigation downgrade conditions are met, and setting the state to false when the navigation downgrade conditions are not met.

[0162] Correspondingly, the parallel monitoring of whether at least one of the preset navigation degradation conditions is met includes: monitoring the status of the multiple navigation degradation conditions in parallel to determine whether at least one is met.

[0163] For example, a state machine is used to independently manage the states of multiple navigation degradation conditions. Each navigation degradation condition corresponds to a state variable. When a navigation degradation condition is detected to be met, its state is immediately set to true; otherwise, it is set to false. Simultaneously, a parallel monitor scans the state values ​​of all navigation degradation conditions in real time. If any navigation degradation condition is true, the navigation degradation trigger condition is determined to be met. This design can simultaneously track the real-time states of multiple conditions, ensuring that any change in a critical condition can be quickly captured and responded to. Conversely, when all states of multiple navigation degradation conditions are false, the navigation upgrade condition is determined to be met.

[0164] Optionally, in some feasible embodiments, a state machine can be used as the core management framework. A dynamic priority mechanism can be used to assign real-time weights to different navigation degradation conditions (such as positioning accuracy and signal strength). When the driving scenario changes, the state machine can dynamically adjust the navigation mode according to the priority (such as lane-level degradation to intermediate navigation). At the same time, it can continuously learn new road condition features (such as new tunnels and mountain road sections) through the scene coverage expansion function. During the state transition process, the priority and scene data can be combined to comprehensively judge the trigger threshold or anti-shake duration of navigation degradation conditions or navigation upgrade conditions. This can avoid frequent degradation caused by fluctuations in a single parameter and prevent premature upgrades from affecting navigation accuracy. Ultimately, it can achieve the accuracy and scene adaptability of lane-level navigation upgrade and downgrade control.

[0165] For example, the state machine can be specifically a lane-level navigation safety degradation mechanism state machine (LLNRelegate To Wide Lane State Machine) for deteriorating conditions. Using this state machine allows for unified management of the states of multiple navigation degradation conditions, ensuring the consistency and maintainability of the upgrade / downgrade logic.

[0166] In the embodiments provided in this application, multiple navigation degradation conditions are independently marked by a state machine, which can distinguish whether each condition is triggered in real time. The parallel monitoring mechanism can scan all condition states at the same time, and respond quickly as long as any condition is true, effectively avoiding the delay caused by sequential detection and improving the real-time performance and accuracy of navigation degradation judgment.

[0167] Furthermore, in the embodiments provided in this application, during the lane-level navigation upgrade / downgrade process, a state machine is used to monitor multiple navigation downgrade conditions using "OR" logic. If any navigation condition is detected as triggered, the navigation downgrade execution phase can be entered. After confirming the downgrade requirement, the state machine switches the navigation mode from lane-level navigation to intermediate-state navigation, simultaneously setting the internal mode flag and updating the timestamp. Then, the external system is notified through a callback interface to update the interface icon, adjust the map display, and play voice prompts, etc., while recording a downgrade event detail log, which includes a list of trigger conditions, vehicle status, and mode conversion records.

[0168] Correspondingly, when the vehicle is in intermediate navigation mode, the state machine uses "AND" logic. When it detects that all navigation degradation conditions and mutually exclusive navigation upgrade conditions are met, the state machine can be reset, all degradation condition flags are cleared, and the intermediate state is cleared. Then, the lane-level navigation upgrade / downgrade control operation is executed, that is, the current mode is rolled back from intermediate navigation to lane-level navigation. At the same time, the internal mode flag is set to the corresponding flag, and the timestamp is updated. Then, the external system is notified through the callback interface so that the external system can update the interface icon, restore the lane-level display interface, and play voice prompts. The navigation system records the upgrade event details log, which includes the upgrade trigger time, the duration of the wide lane mode, the vehicle's real-time position and speed data, and a complete history of navigation mode conversion.

[0169] Please see Figure 3 , Figure 3 A flowchart illustrating the lane-level navigation upgrade / downgrade control method provided in this application embodiment. Figure 2 ,like Figure 3 As shown, the lane-level navigation upgrade / downgrade control includes four stages:

[0170] Phase 1: Downgrade monitoring and judgment.

[0171] When the vehicle is in lane-level navigation mode, Phase 1 is triggered when the vehicle is in lane-level navigation mode. After Phase 1 is triggered, the following steps are executed:

[0172] Step 1.1, continuous monitoring.

[0173] For example, the navigation system uses 10 monitors operating in parallel to monitor in real time the navigation degradation conditions each is responsible for, as described above. Optionally, the monitoring frequency can be 10 times per second, or once every 100 milliseconds.

[0174] Step 1.2, condition judgment.

[0175] The state machine uses "OR" logic to determine whether the downgrade condition is met if any one of the 10 navigation downgrade conditions is triggered.

[0176] For example, the mathematical expression can be specifically: Degradation Flag = C1∨C2∨C3∨...∨C10, where C1 to C10 represent any one of the 10 navigation degradation conditions, and ∨ is the OR symbol. The meaning of this mathematical expression can be that if any one of C1 to C10 is satisfied, the degradation flag is set to a true value, such as 1 or true; if none of C1 to C10 is satisfied, the degradation flag is set to a false value, such as 0 or false.

[0177] The design philosophy for navigation degradation judgment is: it is better to downgrade incorrectly than to downgrade unnecessarily, which is a safety-first strategy.

[0178] Step 1.3, Processing the judgment results.

[0179] If any condition is triggered, proceed to step 1.4; if all conditions are normal, return to step 1 to continue monitoring.

[0180] Step 1.4: Record the trigger information.

[0181] Record the conditions that trigger navigation degradation, which may be triggered simultaneously; record the trigger time, vehicle location, vehicle speed, and other information.

[0182] Step 1.5: Enter the downgrade execution phase - process transition to phase two.

[0183] Phase Two: Downgrade Execution Process.

[0184] Phase 2 is triggered after the downgrade condition is detected in Phase 1.

[0185] Step 2.1, state machine judgment.

[0186] The state machine confirms that a downgrade is needed, and at least one of the 10 navigation downgrade conditions is true.

[0187] Step 2.2: Perform the downgrade operation.

[0188] Switch the navigation mode from lane-level navigation (LLN_MODE) to wide-lane navigation (WIDELANE_MODE).

[0189] Step 2.3, set the mode flag.

[0190] Set the internal mode flag: ODD_HD_NAVI_WIDELANE_MODE, and update the mode switch timestamp.

[0191] Step 2.4: Callback notification to external systems.

[0192] Calling callback interfaces prompts external systems to respond, such as updating UI icons, adjusting map display, and playing voice prompts. For example, a callback interface might look like this:

[0193] updateHDNaviMode(ODD_EXPORT_HD_NAVI_WIDELANE_MODE)

[0194] Step 2.5: Record the downgrade log.

[0195] This step involves recording detailed information about the downgrade event, such as the downgrade time, a list of triggering conditions, vehicle status (location, speed), and mode transition records.

[0196] Step 2.6: Enter wide lane mode.

[0197] The navigation system continues to provide navigation services in wide lane mode (with reduced accuracy).

[0198] The process has moved into Phase Three.

[0199] Phase 3: Upgrade monitoring and judgment.

[0200] Phase 3 is triggered when the vehicle is operating in wide lane mode. After Phase 3 is triggered, the following steps are executed:

[0201] Step 3.1: Continuously monitor recovery conditions.

[0202] For example, 10 monitors continue to operate, checking whether the conditions under their respective responsibilities have been restored.

[0203] Optionally, recovery judgment includes a stabilization mechanism: certain conditions require a period of sustained stability (e.g., 3-5 seconds) before recovery is considered complete.

[0204] Furthermore, the recovery threshold is typically 10%-20% more lenient than the degradation threshold, reducing the number of handovers.

[0205] Step 3.2, restore condition judgment.

[0206] The state machine uses "AND" logic to determine whether all 10 recovery conditions are met in order to satisfy the upgrade conditions.

[0207] For example, the mathematical expression can be specifically: Upgrade flag = ¬C1∧¬C2∧¬C3∧...∧¬C10, where ¬C1 to ¬C10 represent any one of the 10 navigation downgrade conditions, and ∧ is the AND symbol. The meaning of this mathematical expression can be interpreted as follows: if all ¬C1 to ¬C10 are satisfied, the upgrade flag is set to a true value, such as 1 or true; if any ¬C1 to ¬C10 are not satisfied, the upgrade flag is set to a false value, such as 0 or false.

[0208] Step 3.3, Processing the judgment results.

[0209] If all conditions have been restored, proceed to step 3.4; if some conditions have not been restored, return to step 3.1 and continue waiting.

[0210] Step 3.4: Enter the upgrade execution phase.

[0211] The process has moved into phase four.

[0212] Phase 4: Upgrade the execution process.

[0213] Phase 4 is triggered after Phase 3 detects that all recovery conditions have been met.

[0214] Step 4.1, reset the state machine.

[0215] Clear all degradation condition flags (set to false) and clean up the intermediate states of the state machine.

[0216] Step 4.2: Perform the upgrade operation.

[0217] Switch the navigation mode from wide lane navigation (WIDELANE_MODE) back to lane-level navigation (LLN_MODE).

[0218] Step 4.3, set the mode flag.

[0219] Set the internal mode flag: ODD_HD_NAVI_LLN_MODE, and update the mode switch timestamp.

[0220] Step 4.4: Callback notification to external systems; External system response: update UI icons, restore lane-level display, play voice prompts, etc.

[0221] For example, this step can be achieved by calling the callback interface: updateHDNaviMode(ODD_EXPORT_HD_NAVI_LLN_MODE).

[0222] Step 4.5: Record the upgrade log.

[0223] Optionally, record detailed information about the upgrade event: upgrade time, duration of wide lane mode operation, vehicle status (location, speed), and mode transition records.

[0224] Step 4.6: Restore lane-level navigation.

[0225] Specifically, the navigation system reverts to lane-level navigation, providing high-precision guidance services. Additionally, the process returns to stage one, forming a loop.

[0226] In the embodiments provided in this application, the upgrade / downgrade cycle can be continuously executed as long as navigation is running, and the mode can be automatically switched according to real-time conditions to ensure that the navigation service is not interrupted during mode switching, thus achieving flexible, stable, and safe navigation upgrade / downgrade control. Specifically, this application sets multiple navigation downgrade conditions to cover all scenarios that may affect lane-level navigation, such as service areas, parking areas, and wide lanes, reducing monitoring blind spots and improving navigation safety; navigation downgrade control is executed when any of the multiple navigation downgrade conditions is met, and navigation upgrade is only controlled when all multiple navigation downgrade conditions are not met, achieving stable upgrades and reducing the ping-pong switching of navigation upgrades and downgrades due to a single upgrade condition being met and then a single downgrade condition being met, thus reducing the frequency of navigation mode switching. This allows for flexible control of lane-level navigation upgrades / downgrades while ensuring the stability of the navigation system; in addition, by switching from lane-level navigation to intermediate states such as wide lane navigation, the direct exit from lane-level navigation to road-level navigation due to recoverable temporary problems is reduced, thus reducing the utilization rate of lane-level navigation.

[0227] Depend on Figure 3 As shown in the embodiments provided in this application, the lane-level navigation upgrade and downgrade control scheme adopts an asymmetric design, as detailed in Table 2 below:

[0228] Table 2 Comparison of Lane-Level Navigation Upgrade / Downgrade Control

[0229]

[0230] Figure 4 This is a schematic diagram of the lane-level navigation upgrade and downgrade control device provided in the embodiments of this application, as shown below. Figure 4 As shown, the lane-level navigation upgrade / downgrade control device 40 provided in this embodiment includes:

[0231] The first monitoring module 410 is used to monitor in parallel whether at least one of a plurality of preset navigation degradation conditions is met when the vehicle is in lane-level navigation.

[0232] The degradation control module 420 is used to perform navigation degradation control on the vehicle if at least one navigation degradation condition is met. The navigation degradation control is used to switch lane-level navigation to intermediate-state navigation, and the navigation accuracy of the intermediate-state navigation is between that of lane-level navigation and road-level navigation.

[0233] The second monitoring module 430 is used to monitor in parallel whether multiple navigation degradation conditions are not met when the vehicle is in intermediate navigation mode.

[0234] The upgrade control module 440 is used to perform navigation upgrade control on the vehicle if multiple navigation downgrade conditions are not met. The navigation upgrade control is used to switch the intermediate navigation to lane-level navigation mode.

[0235] In some feasible embodiments, the aforementioned degradation control module 440, when controlling the switch from lane-level navigation to intermediate-state navigation, is also specifically used to retain high-precision map data when the vehicle is in intermediate-state navigation.

[0236] In some feasible embodiments, multiple navigation degradation conditions include at least two of the following:

[0237] First condition: The distance to the toll station is less than the first distance threshold;

[0238] Second condition: Exit the tunnel and the distance to the tunnel exit is less than the second distance threshold;

[0239] Third condition: Driving inside a tunnel;

[0240] Fourth condition: The road type for driving is neither a highway nor an expressway;

[0241] Fifth condition: The confidence level of the vehicle positioning module is less than the confidence threshold;

[0242] Sixth condition: Driving in a long tunnel whose length exceeds the length threshold;

[0243] Seventh condition: Driving through a multi-exit tunnel;

[0244] Eighth condition: Driving in a continuous tunnel scenario, and the distance between adjacent tunnels is less than the spacing threshold;

[0245] Ninth condition: The vehicle's configuration file indicates that lane-level navigation is disabled;

[0246] Condition 10: The user can disable lane-level navigation via the user interface.

[0247] In one possible implementation, multiple navigation degradation conditions correspond to multiple priorities, including high priority and low priority, wherein the anti-shake duration of the navigation degradation condition corresponding to the high priority is less than the anti-shake duration of the navigation degradation condition corresponding to the low priority.

[0248] In one possible implementation, the first monitoring module 410 is further configured to, when the navigation degradation conditions corresponding to high priority are met, adjust the target navigation degradation conditions corresponding to low priority based on the scene characteristics corresponding to the met navigation degradation conditions, and adjust the threshold in the relaxed conditions and / or the anti-shake duration in the extended conditions.

[0249] In one possible implementation, the first monitoring module 410 is further configured to: obtain the trigger frequency of the navigation degradation condition within the anti-shake duration of the navigation degradation condition; if the trigger frequency is greater than the frequency threshold, adjust the anti-shake duration of the navigation degradation condition downwards, where the frequency threshold is a driving safety setting based on the scenario corresponding to the navigation degradation condition; if the trigger frequency is less than or equal to the frequency threshold, adjust the anti-shake duration of the navigation degradation condition upwards.

[0250] In one possible implementation, the degradation control module 420 is further configured to predict road conditions ahead of the vehicle based on the vehicle's historical driving data and current driving route; if the road conditions meet at least one navigation degradation condition, then prepare for degradation in advance for the met navigation degradation condition, wherein preparing for degradation in advance includes at least one of preparing degradation resources in advance, determining the optimal degradation point in advance, and warning of degradation.

[0251] In one possible implementation, when the first monitoring module 410 and the second monitoring module 430 are used to monitor multiple navigation degradation conditions in parallel, they are also used to manage the state of the multiple navigation degradation conditions using a state machine, setting the state to a true value when the navigation degradation conditions are met, and setting the state to a false value when the navigation degradation conditions are not met.

[0252] Correspondingly, the parallel monitoring of whether at least one of the preset navigation degradation conditions is met includes: monitoring the status of the multiple navigation degradation conditions in parallel to determine whether at least one is met.

[0253] The lane-level navigation upgrade and downgrade control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0254] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device 50 provided in this embodiment includes at least one processor 510 and a memory 520. Optionally, the device 50 further includes a communication component 530. The processor 510, memory 520, and communication component 530 are connected via a bus 540.

[0255] In a specific implementation, at least one processor 510 executes computer execution instructions stored in memory 520, causing at least one processor 510 to perform the above-described method.

[0256] The specific implementation process of processor 510 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0257] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0258] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0259] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0260] This application also provides a computer program product, including a computer program that, when executed by a processor or the like, implements the above-described method.

[0261] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor or the like, implement the above-described method.

[0262] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0263] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside within an ASIC. Alternatively, the processor and the readable storage medium can exist as discrete components in a device.

[0264] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0265] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0266] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0267] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0268] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0269] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A lane-level navigation upgrade / downgrade control method, characterized in that, include: When the vehicle is in lane-level navigation, it monitors in parallel whether at least one of the preset navigation degradation conditions is met. If at least one of the navigation degradation conditions is met, navigation degradation control is performed on the vehicle. The navigation degradation control is used to switch the lane-level navigation to intermediate-state navigation, and the navigation accuracy of the intermediate-state navigation is between that of the lane-level navigation and the road-level navigation. When the vehicle is in intermediate navigation mode, it is monitored in parallel to see if all of the above navigation degradation conditions are not met; If none of the above navigation downgrade conditions are met, then navigation upgrade control is performed on the vehicle. The navigation upgrade control is used to switch the intermediate navigation to lane-level navigation mode.

2. The lane-level navigation upgrade / downgrade control method according to claim 1, characterized in that, The lane-level navigation upgrade / downgrade control method also includes: When the vehicle is in the intermediate navigation state, high-precision map data is retained.

3. The lane-level navigation upgrade / downgrade control method according to claim 1 or 2, characterized in that, The multiple navigation degradation conditions include at least two of the following: First condition: The distance to the toll station is less than the first distance threshold; Second condition: Exit the tunnel and the distance to the tunnel exit is less than the second distance threshold; Third condition: Driving inside a tunnel; Fourth condition: The road type for driving is neither a highway nor an expressway; Fifth condition: The confidence level of the vehicle positioning module is less than the confidence threshold; Sixth condition: Driving in a long tunnel whose length exceeds the length threshold; Seventh condition: Driving through a multi-exit tunnel; Eighth condition: Driving in a continuous tunnel scenario, and the distance between adjacent tunnels is less than the spacing threshold; Ninth condition: The vehicle's configuration file indicates that lane-level navigation is disabled; Condition 10: The user can disable lane-level navigation via the user interface.

4. The lane-level navigation upgrade / downgrade control method according to claim 1 or 2, characterized in that, The multiple navigation degradation conditions correspond to multiple priorities, including high priority and low priority. The anti-shake duration of the navigation degradation condition corresponding to the high priority is less than the anti-shake duration of the navigation degradation condition corresponding to the low priority.

5. The lane-level navigation upgrade / downgrade control method according to claim 4, characterized in that, The lane-level navigation upgrade / downgrade control method also includes: When the corresponding high-priority navigation degradation conditions are met, the corresponding low-priority target navigation degradation conditions are adjusted based on the scene characteristics corresponding to the met navigation degradation conditions. The adjustment includes relaxing the threshold in the conditions and / or extending the anti-shake duration in the conditions.

6. The lane-level navigation upgrade / downgrade control method according to claim 4, characterized in that, The lane-level navigation upgrade / downgrade control method also includes: Within the anti-shake duration of the navigation degradation condition, obtain the trigger frequency of the navigation degradation condition; If the trigger frequency is greater than the frequency threshold, the anti-shake duration of the navigation degradation condition is adjusted downward. The frequency threshold is a driving safety setting based on the scenario corresponding to the navigation degradation condition. If the trigger frequency is less than or equal to the frequency threshold, then the anti-shake duration of the navigation degradation condition is adjusted upwards.

7. The lane-level navigation upgrade / downgrade control method according to claim 1 or 2, characterized in that, The lane-level navigation upgrade / downgrade control method also includes: Based on the vehicle's historical driving data and current driving route, predict the road conditions ahead; If the road conditions meet at least one of the navigation degradation conditions, then prepare for degradation in advance for the met navigation degradation conditions. The preparation for degradation in advance includes at least one of preparing degradation resources in advance, determining the optimal degradation point in advance, and providing early warning of degradation.

8. The lane-level navigation upgrade / downgrade control method according to claim 1 or 2, characterized in that, The lane-level navigation upgrade / downgrade control method also includes: A state machine is used to manage the states of the multiple navigation degradation conditions. When the navigation degradation conditions are met, the state is set to true; when the navigation degradation conditions are not met, the state is set to false. Correspondingly, the parallel monitoring of whether at least one of the preset multiple navigation degradation conditions is met includes: monitoring the status of the multiple navigation degradation conditions in parallel to determine whether at least one is met.

9. A lane-level navigation upgrade / downgrade control device, characterized in that, The lane-level navigation upgrade / downgrade control device includes: The first monitoring module is used to monitor in parallel whether at least one of a number of preset navigation degradation conditions is met when the vehicle is in lane-level navigation. A degradation control module is used to perform navigation degradation control on the vehicle if at least one of the navigation degradation conditions is met. The navigation degradation control is used to switch the lane-level navigation to intermediate-state navigation, and the navigation accuracy of the intermediate-state navigation is between that of the lane-level navigation and the road-level navigation. The second monitoring module is used to monitor in parallel whether all of the multiple navigation degradation conditions are not met when the vehicle is in intermediate navigation mode. An upgrade control module is used to perform navigation upgrade control on the vehicle if none of the multiple navigation downgrade conditions are met. The navigation upgrade control is used to switch the intermediate navigation to lane-level navigation mode.

10. An electronic device / computer-readable storage medium / computer program product, characterized in that: The electronic device includes: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 8; The computer-readable storage medium stores computer-executable instructions, which, when executed, are used to implement the method as described in any one of claims 1 to 8; The computer program product includes a computer program that, when executed, implements the method of any one of claims 1 to 8.

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