Route determination system, route determination method, route determination program, and non-transitory storage medium

Abstract

The invention provides a route determination system, a route determination method, a route determination program, and a non-transitory storage medium. A route determination system (300) is applied to a vehicle (1) traveling in a predetermined area (AR) in which a plurality of access points (AP) are provided. A route determination system (300) calculates the number of times of switching a target access point (TAP) to which a vehicle (1) is connected, on the assumption that the vehicle (1) travels on a travel route candidate (TPC) within a predetermined area (AR). The route determination system (300) preferentially determines the travel route candidates (TPC) for which the number of times of switching is less as the travel route of the vehicle (1).

Description

Technical Field

[0001] This disclosure relates to route determination technology for vehicles connected to access points of wireless communication networks. Specifically, this disclosure relates to route determination systems, route determination methods, route determination procedures, and non-transitory storage media. Background Technology

[0002] Japanese Patent Application Publication No. 2018-77652 discloses a vehicle driving assistance system. The vehicle driving assistance system includes: a communication unit that performs wireless communication; and a driving control unit that performs automatic driving control based on information obtained via the communication unit. Summary of the Invention

[0003] Consider vehicles connected to access points of a wireless communication network within a predetermined area. A target access point is one of multiple access points located within the predetermined area that a vehicle connects to. While driving within the predetermined area, the vehicle continuously switches between target access points while maintaining wireless communication. However, wireless communication is momentarily interrupted during the target access point switching time; therefore, it is desirable to minimize the number of target access point switching operations.

[0004] The first point concerns the path-determining system.

[0005] The route determination system is applied to vehicles traveling in a predetermined area with multiple access points.

[0006] The path determines whether the system has one or more processors.

[0007] One or more processors are configured as follows:

[0008] Assuming the vehicle travels along candidate routes within a predetermined area, calculate the number of times the vehicle's access points are switched; and

[0009] The candidate driving path with fewer calculated switching times is preferentially determined as the vehicle's driving path.

[0010] The second point concerns the path determination method performed by the computer.

[0011] The route determination method is applied to vehicles traveling in a predetermined area with multiple access points.

[0012] Path determination methods include:

[0013] Assuming the vehicle travels along candidate routes within a predetermined area, calculate the number of times the vehicle's access points are switched; and

[0014] The candidate driving path with fewer calculated switching times is preferentially determined as the vehicle's driving path.

[0015] The third point concerns a path-determining procedure executed by a computer.

[0016] The route determination procedure is applied to vehicles traveling in a predetermined area with multiple access points.

[0017] The path determination program causes the computer to perform the following processes:

[0018] Assuming the vehicle travels along candidate routes within a predetermined area, calculate the number of times the vehicle's access points are switched; and

[0019] The candidate driving path with fewer calculated switching times is preferentially determined as the vehicle's driving path.

[0020] The fourth point concerns a non-transitory storage medium storing instructions that are executed by one or more processors to cause the processors to perform functions, including:

[0021] Assuming the vehicle travels along candidate routes within a predetermined area, calculate the number of times the access point connected to the vehicle switches; and

[0022] The candidate driving path with fewer calculated switching times is preferentially determined as the driving path of the vehicle.

[0023] According to this disclosure, the driving path of a vehicle in a predetermined area can be determined in a way that reduces the number of times the object access point is switched. Attached Figure Description

[0024] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0025] Figure 1 This is a conceptual diagram illustrating an example of vehicle control within a predetermined area.

[0026] Figure 2 It is a conceptual diagram used to illustrate access points set up in a predetermined area.

[0027] Figure 3 It is a conceptual diagram used to illustrate the outline of an information processing system that performs communication-related processing.

[0028] Figure 4 It is a conceptual diagram used to illustrate the overview of the communication control functions of an information processing system (communication control system).

[0029] Figure 5This is a conceptual diagram used to illustrate the outline of the path determination function of an information processing system (path determination system).

[0030] Figure 6 This is a conceptual diagram used to illustrate the first example of communication association processing.

[0031] Figure 7 This is a block diagram representing a functional configuration example related to the first instance of communication-related processing.

[0032] Figure 8 This is a conceptual diagram used to illustrate the second example of communication association processing.

[0033] Figure 9 This is a conceptual diagram used to illustrate the example of the upward trend persistence in the second case of communication association processing.

[0034] Figure 10 This is a block diagram representing a functional configuration example related to the second instance of communication-related processing.

[0035] Figure 11 It is a concept map used to illustrate comparative examples.

[0036] Figure 12 This is a conceptual diagram used to illustrate the third example of communication association processing.

[0037] Figure 13 This is a block diagram representing a functional configuration example related to the third example of communication-related processing.

[0038] Figure 14 This is a block diagram representing a functional configuration example related to the fourth example of communication-related processing.

[0039] Figure 15 This is a block diagram representing a functional configuration example related to the fifth example of communication-related processing.

[0040] Figure 16 This is a block diagram representing a functional configuration example related to the sixth example of communication-related processing.

[0041] Figure 17 This is a block diagram representing a functional configuration example related to the 7th example of communication-related processing.

[0042] Figure 18 This is a block diagram illustrating an example of the configuration of an in-vehicle system.

[0043] Figure 19 This is a block diagram representing an example of the structure of a management system.

[0044] Figure 20 This is a block diagram illustrating an example of the structure of an information processing system. Detailed Implementation

[0045] The embodiments of this disclosure will be described with reference to the accompanying drawings.

[0046] 1. Vehicle control within the designated area

[0047] The control of vehicle 1 within a predetermined area AR is considered. Examples of the predetermined area AR include parking lots, factories, facility sites, and a city block (smart city). Within the predetermined area AR, vehicle 1 is controlled to travel to a set destination. Vehicle 1 can also be an autonomous vehicle.

[0048] Figure 1 This is a conceptual diagram illustrating an example of controlling vehicle 1 within a predetermined area AR. Figure 1 In the example shown, the designated area AR is parking lot PL. Parking lot PL provides Automated Valet Parking (AVP) service. Vehicle 1 is equipped with the AVP (Automated Valet Parking) function and can drive automatically, at least within parking lot PL.

[0049] The vehicle system 100 is mounted on the vehicle 1 and controls the vehicle 1. Specifically, the vehicle system 100 uses identification sensors (such as cameras) mounted on the vehicle 1 to identify the surrounding conditions of the vehicle 1. While identifying the surrounding conditions of the vehicle 1, the vehicle system 100 guides the vehicle 1 to drive safely. Multiple markers M (landmarks) can also be configured within the parking lot PL. The markers M are used to guide the vehicle 1 within the parking lot PL. For example, the vehicle system 100 uses the camera to determine the surrounding image and identifies the markers M based on the image. Furthermore, based on the identification results of the markers M, the vehicle system 100 performs high-precision localization processing to estimate the position of the vehicle 1 within the parking lot PL. Based on the estimated vehicle position, the vehicle system 100 enables the vehicle 1 to drive automatically within the parking lot PL.

[0050] The management system 200 is a system for managing the parking lot PL (Reserved Area AR) and automated valet parking, and is configured externally to the vehicle 1. The management system 200 can communicate with each vehicle 1 within the parking lot PL. For example, the management system 200 communicates with each vehicle 1 within the parking lot PL via a wireless LAN. The management system 200 can also remotely operate each vehicle 1 within the parking lot PL.

[0051] Alternatively, one or more infrastructure camera (CAM) units can be installed within the parking lot PL. The infrastructure camera CAM captures images of the parking lot PL, obtaining images representing its status. The management system 200 communicates with the infrastructure camera CAM to obtain the images captured by it. The management system 200 analyzes the images to detect vehicles 1 reflected in them. Furthermore, the management system 200 estimates the position of vehicles 1 reflected in the images. Further, based on the position of vehicles 1, the management system 200 manages vehicles 1 within the parking lot PL. The management system 200 can also provide vehicle 1 with its location information. The vehicle's onboard system 100 can also automatically move within the parking lot PL based on the location information provided by the management system 200.

[0052] The parking process is as follows: Vehicle 1 parks in the parking area. The management system 200 allocates an available parking space to vehicle 1. The allocated available parking space becomes the target parking space, i.e., the destination, for vehicle 1 at the time of parking. Further, the management system 200 sets the target trajectory (driving path TP) from the parking area to the target parking space in the parking lot PL. The vehicle system 100 obtains the target trajectory information up to the target parking space. The management system 200 issues a parking instruction to the vehicle system 100. Responding to the parking instruction, the vehicle system 100 causes vehicle 1 to drive to the target parking space according to the target trajectory. That is, the vehicle system 100 controls vehicle 1 based on its position to follow the target trajectory. And, the vehicle system 100 stops vehicle 1 in the target parking space.

[0053] The outbound process is as follows. Upon outbound, the designated outbound area becomes the destination for vehicle 1. The management system 200 sets the target trajectory (driving path TP) in the parking lot PL from the parking frame to the outbound area. The vehicle system 100 obtains information about the target trajectory up to the outbound area. The management system 200 issues an outbound instruction to the vehicle system 100. Responding to the outbound instruction, the vehicle system 100 causes vehicle 1 to travel along the target trajectory to the outbound area. That is, the vehicle system 100 controls vehicle 1 based on its position to follow the target trajectory. Furthermore, the vehicle system 100 stops vehicle 1 in the outbound area.

[0054] 2. Access point and communication association processing within the designated area

[0055] Figure 2This is a conceptual diagram illustrating access points (APs) installed in a predetermined area AR. Vehicle 1 (vehicle system 100) within the predetermined area AR communicates with management system 200 via a wireless communication network. The wireless communication network is a wireless LAN (Local Area Network). Therefore, multiple access points (APs) are installed within the predetermined area AR for connection to the wireless LAN.

[0056] The object access point (TAP) is one of the access points (APs) connected to by vehicle 1 (vehicle system 100) among multiple access points (APs) located in a predetermined area AR. Vehicle 1 (vehicle system 100) connects to the object access point (TAP) and wirelessly communicates with it, thereby communicating with the management system 200 via a wireless LAN. Vehicle 1 (vehicle system 100) can also control vehicle movement by exchanging various information with the management system 200. Vehicle 1 (vehicle system 100) moves within the predetermined area AR while switching between connected object access points (TAPs).

[0057] The management system 200, which manages a predetermined area AR, maintains access point management information (AMN) for managing access points AP within the predetermined area AR.

[0058] Access Point Management Information (AMN) includes a Radio Intensity Map (RAD). The RAD contains information on the radio intensity distribution of multiple access points (APs) within a predetermined area (AR). For example, the RAD represents identification information, the location of each AP within the predetermined area (AR), and the radio intensity distribution within that area.

[0059] For example, a Radio Intensity Map (RAD) provides a "static" radio intensity distribution for each access point (AP). The static radio intensity distribution of an AP is determined based on its location and performance characteristics. The performance of an AP is specified by its model, radio output capability, and radio frequency. This static radio intensity distribution is pre-determined based on the AP's location and performance. Once a RAD is created, the same RAD can be used continuously. However, if an access point AP is replaced, the RAD is updated.

[0060] As another example, the Radio Intensity Map (RAD) can also provide a "dynamic" radio intensity distribution for each access point (AP). More specifically, the radio intensity distribution may also dynamically change based on the distribution of moving objects (e.g., other vehicles) within a predetermined area (AR). Therefore, the management system 200 can also take into account the distribution of moving objects in the predetermined area (AR) and calculate the dynamic radio intensity distribution for each access point (AP) in real time. In other words, the management system 200 can also calculate the dynamic radio intensity distribution for an access point (AP) in real time, based on the location and performance of the AP, as well as the distribution of moving objects in the predetermined area (AR). Specifically, in the above... Figure 1 In the case of the parking lot PL illustrated, the management system 200, which manages the automated valet parking in the parking lot PL, accurately grasps the current distribution (current location) of all vehicles 1 within the parking lot PL. Therefore, the management system 200 can calculate the dynamic electromagnetic intensity distribution in real time for each access point (AP).

[0061] Access Point Management Information (AMN) can also include the number of simultaneous connections (NSCs) for each of the multiple access points (APs) within a predetermined area (AR). For example, the management system 200 communicates with each access point (AP) to obtain the NSC information in real time. The management system 200 manages the NSC information collected from each access point (AP).

[0062] According to this embodiment, based on the access point management information (AMN) described above, various processes associated with communication using the access point (AP) are performed. Hereinafter, the processes associated with communication using the access point (AP) will be referred to as "communication association processes".

[0063] Figure 3This is a conceptual diagram illustrating the outline of an information processing system 300 that performs communication association processing. The information processing system 300 is applied to a vehicle 1. "Applied to vehicle 1" means that the results of the communication association processing performed by the information processing system 300 are reflected at least in vehicle 1. For example, the information processing system 300 may be included in an in-vehicle system 100. As another example, the information processing system 300 may also be included in a management system 200 capable of communicating with the in-vehicle system 100. As yet another example, the information processing system 300 may be distributed between the in-vehicle system 100 and the management system 200. As yet another example, the information processing system 300 may also be another system capable of communicating with the in-vehicle system 100 and the management system 200. In any case, the in-vehicle system 100, the management system 200, and the information processing system 300 are configured to share the same information. The information processing system 300 obtains Access Point Management Information (AMN) from the management system 200. Furthermore, the information processing system 300 performs communication association processing based on the Access Point Management Information (AMN). Furthermore, the information processing system 300 and the vehicle system 100 share the results of communication association processing.

[0064] An example of communication association processing is "communication control processing," which controls communication by selecting an appropriate object access point (TAP) from a communication perspective. In other words, the information processing system 300 possesses a "communication control function" that controls communication by selecting an appropriate object access point (TAP) from a communication perspective. The information processing system 300 with such a communication control function can also be called a "communication control system."

[0065] Figure 4 This is a conceptual diagram illustrating the overview of the communication control function of the information processing system 300 (communication control system). Multiple access points (APs) are set in a predetermined area AR. Additionally, a travel path TP for vehicle 1 within the predetermined area AR is provided. The travel path TP is set, for example, by the management system 200. The communication control function selects the object access point TAP that vehicle 1 should connect to at the object location on the travel path TP from the multiple access points APs. For example, the object location on the travel path TP is the current location of vehicle 1. In this case, the communication control function selects the object access point TAP that vehicle 1 should connect to in real time. As another example, the object location on the travel path TP can also be any location. In this case, the object access point TAP that vehicle 1 should connect to can be planned in advance on the travel path TP.

[0066] Another example of communication-related processing is "path determination processing," which determines the appropriate travel path TP from a communication perspective. In other words, the information processing system 300 possesses a "path determination function" that determines the appropriate travel path TP from a communication perspective. The information processing system 300 possessing such a path determination function can also be called a "path determination system."

[0067] Figure 5 This is a conceptual diagram illustrating the outline of the route determination function of the information processing system 300 (route determination system). Multiple access points (APs) are set up in a predetermined area AR. Additionally, candidate travel routes (TPCs) are provided, which are candidates for the travel routes (TPs) of vehicle 1 in the predetermined area AR. Specifically, multiple candidate travel routes (TPCs) are provided. These multiple candidate travel routes (TPCs) are set, for example, by the management system 200. Even when considering a large number of candidate travel routes (TPCs) up to the destination, it is also possible to pre-filter only candidate travel routes (TPCs) whose distance to the destination is less than a threshold. From a communication perspective, the route determination function determines (selects) the appropriate travel route (TP) from the multiple candidate travel routes (TPCs).

[0068] 3. Various examples of communication association processing

[0069] Hereinafter, various examples of communication association processing performed by the information processing system 300 according to this embodiment will be described in detail. Examples 1 to 4 are derived from the above... Figure 4 Examples of communication control processing performed by the communication control system shown are shown in examples 5 through 7. Figure 5 The example shown is a path determination process performed by the path determination system.

[0070] 3-1. Case 1

[0071] Figure 6 This is a conceptual diagram used to illustrate the first example of communication association processing. Figure 6 The diagram shows a vehicle 1 and its travel path TP, as well as access points AP1, AP2, and AP3. The radio wave intensity distribution is also shown for each access point AP2 and AP3. The circles surrounding each access point AP represent the radio wave intensity distribution; the thicker the circle, the stronger the radio wave intensity.

[0072] Vehicle 1 travels along the travel path TP. At position X1 on the travel path TP, Vehicle 1 connects to access point AP1. Then, on the travel path TP, the radio wave strength of access point AP2 increases. At position X2 on the travel path TP, Vehicle 1 switches the target access point TAP from access point AP1 to access point AP2. At position X2, the radio wave strength of access point AP2 is stronger than that of access point AP3. Then, at position X3 on the travel path TP, the radio wave strength of access point AP3 is stronger than that of access point AP2. Vehicle 1 switches the target access point TAP from access point AP2 to access point AP3. Thus, in the first example, the target access point TAP is selected considering radio wave strength.

[0073] Figure 7 This is a block diagram illustrating a functional configuration example related to the first instance of communication-related processing. The information processing system 300 (communication control system) includes a score calculation unit 310 and an access point selection unit 315.

[0074] The scoring calculation unit 310 acquires information from the radio intensity map (RAD) and the travel path (TP). The RAD is included in the access point management information (AMN) and is obtained from the management system 200. The travel path (TP) is also set by the management system 200 and is obtained from the management system 200. Based on the RAD and the travel path (TP), the scoring calculation unit 310 calculates the score (SC) of each access point (AP) at the target location on the travel path (TP). For example, the target location is the current location of vehicle 1. In this case, the scoring calculation unit 310 calculates the score (SC) of each access point (AP) at the current location of vehicle 1. As another example, the target location can be any location. In this case, the scoring calculation unit 310 can calculate the score (SC) of each access point (AP) at any location on the travel path (TP).

[0075] In Example 1, the score SC for each access point (AP) at the object location includes only the first score SC1 (SC = SC1). The first score SC1 is represented by a function (f) of the radio wave intensity of each AP at the object location. The radio wave intensity of each AP at the object location is obtained from the radio wave intensity map (RAD). The stronger the radio wave intensity at the object location, the higher the first score SC1. That is, the stronger the radio wave intensity at the object location, the higher the score SC.

[0076] The access point selection unit 315 obtains the score SC of each access point AP at the target location calculated in this way. Furthermore, based on the score SC, the access point selection unit 315 selects the target access point TAP that the vehicle 1 at the target location should connect to from among the multiple access point APs. Typically, the access point selection unit 315 selects the access point with the highest score SC among the multiple access point APs as the target access point TAP.

[0077] 3-2. Case 2

[0078] Regarding the first example above, consider the following issue: the object access point (TAP) might switch frequently within a short period. For example, in the example mentioned above... Figure 6 In the example shown, the target access point (TAP) switches from access point AP1 to access point AP2, and then immediately switches from access point AP2 to access point AP3. The period during which the target access point TAP is at access point AP2 is extremely short. That is, the target access point TAP switches frequently within a short period of time. However, during the switching timing of the target access point TAP, wireless communication is momentarily interrupted. From a risk mitigation perspective, it is desirable to suppress the excessively frequent switching of the target access point TAP.

[0079] In the second example, a method for solving the above problem is proposed.

[0080] Figure 8 This is a conceptual diagram used to illustrate the second example of communication association processing. (Appropriate omissions from the above...) Figure 6 To reiterate, at position X2 on the travel path TP, the radio wave strength of access point AP2 is stronger than that of access point AP3. However, when considering the travel path TP forward from position X2, the radio wave strength of access point AP2 decreases, while the radio wave strength of access point AP3 increases shortly thereafter. That is, it can be seen that access point AP3 can become a strong target access point TAP shortly after starting from position X2. Therefore, in the second example, we consider deliberately not connecting to access point AP2 at position X2, but instead connecting to access point AP3. That is, we consider skipping access point AP2 and switching the target access point TAP from access point AP1 to access point AP3. This can suppress the situation where the target access point TAP switches frequently in a short period of time.

[0081] Based on the above perspective, and according to Example 2, the target access point (TAP) is selected by considering not only the "radio intensity at the target location" but also the "persistence of the rising trend of the radio intensity along the driving path forward from the target location". Hereinafter, the "persistence of the rising trend of the radio intensity along the driving path forward from the target location" will be referred to as "rising trend persistence CON".

[0082] Figure 9This is a conceptual diagram used to illustrate an example of the upward tendency persistence CON. The first position XA is the position along the travel path TP, forward by a first distance L1 from the object position XT. The first distance L1 can also be a fixed distance. Alternatively, the first distance L1 can vary depending on the situation. For example, the first distance L1 can increase as the speed of vehicle 1 increases. The determination interval is the interval between the object position XT and the first position XA along the travel path TP. The upward tendency distance LU is the sum of the distances within the determination interval for the upward tendency persistence of the radio wave intensity. The downward tendency interval LD ​​is the sum of the distances within the determination interval for the downward tendency persistence of the radio wave intensity. The upward tendency persistence CON is calculated such that as the upward tendency distance LU increases, the upward tendency persistence CON increases. Alternatively, the upward tendency persistence CON is calculated such that as the ratio of the upward tendency distance LU to the first distance L1 (LU / L1) increases, the upward tendency persistence CON increases. That is, as the upward tendency distance LU or the ratio LU / L1 increases, the upward tendency persistence CON increases. The sustained upward trend CON can be calculated per access point (AP) based on the radio intensity map (RAD) and the travel path (TP).

[0083] Figure 10 This is a block diagram illustrating a functional configuration example related to the second example of communication-related processing. Descriptions that are repeated in the first example described above are omitted as appropriate. The information processing system 300 (communication control system) includes a score calculation unit 320 and an access point selection unit 325.

[0084] The scoring calculation unit 320 acquires information from the radio intensity map (RAD) and the travel path (TP). Based on the RAD and the travel path (TP), the scoring calculation unit 320 calculates the score (SC) of each access point (AP) at the target location on the travel path (TP). In the second example, the score (SC) of each AP at the target location includes a first score (SC1) and a second score (SC2). That is, the score (SC) is the sum of the first score (SC1) and the second score (SC2) (SC = SC1 + SC2).

[0085] The first score, SC1, is the same as in the first example above, and is represented by a function (f) of the radio wave intensity of each access point (AP) at the object's location. The stronger the radio wave intensity at the object's location, the higher the first score, SC1.

[0086] The second score, SC2, is represented by a function (g) of the upward tendency persistence CON from the object's position forward. The upward tendency persistence CON can be calculated based on the radio intensity map RAD and the travel path TP (see [reference]). Figure 9 The higher the sustained upward trend (CON), the higher the second score (SC2).

[0087] Weighting coefficients α and β define the weights of the first score SC1 and the second score SC2, respectively. For example, weighting coefficients α and β are set such that the relationships α + β = 1, 0 < α < 1, and 0 < β < 1 hold true. The values ​​of weighting coefficients α and β are arbitrary. When radio wave strength is emphasized, weighting coefficient α is set to a relatively large value. On the other hand, when reducing the number of access point handovers is emphasized, weighting coefficient β is set to a relatively large value.

[0088] The access point selection unit 325 obtains the score SC of each access point AP at the target location calculated in this way. Based on the score SC, the access point selection unit 325 selects the target access point TAP that the vehicle 1 at the target location should connect to from among the multiple access point APs. Typically, the access point selection unit 325 selects the access point with the highest score SC among the multiple access point APs as the target access point TAP.

[0089] As explained above, according to Example 2, not only the "radio intensity at the target location" but also the "persistence of the rising trend of radio intensity forward from the target location" is considered to calculate the score SC of each access point (AP) at the target location. Furthermore, based on the calculated score SC, the target access point (TAP) is selected. Therefore, access points with a high persistence of the rising trend of radio intensity forward from the target location are more likely to be selected as target access point TAPs. As a result, frequent switching of target access point TAPs within a short period can be suppressed. That is, switching of target access point TAPs that is more frequent than necessary can be suppressed. This is preferable from the viewpoint of risk mitigation.

[0090] 3-3. Case 3

[0091] Figure 11 Showing the above-mentioned Figure 6 The same situation applies. At position X2 on the travel path TP, vehicle 1 connects to access point AP2. At position X3 on the travel path TP, vehicle 1 connects to access point AP3. Here, the number of simultaneous connections NSC2 for access point AP2 is set to be greater than the number of simultaneous connections NSC3 for access point AP3 (NSC2 > NSC3). When the number of simultaneous connections NSC at access point AP is greater, communication stability may decrease due to reduced communication speed and increased communication latency. Therefore, from the perspective of communication stability, connecting to access point AP2 may not be the optimal choice.

[0092] Therefore, in the third example, the "simultaneous connection count (NSC)" of each access point (AP) is also taken into consideration when selecting the target access point (TAP).

[0093] Figure 12 This is a conceptual diagram used to illustrate the third example of communication association processing. (Appropriate omissions from the above...) Figure 11To reiterate, at position X2 on the travel path TP, the radio wave strength of access point AP2 is stronger than that of access point AP3. However, the number of simultaneous connections for access point AP2 (NSC2) is greater than the number of simultaneous connections for access point AP3 (NSC2 > NSC3). Therefore, in the third example, we consider intentionally not connecting to access point AP2 at position X2, but instead connecting to access point AP3. That is, we consider skipping access point AP2 and switching the target access point TAP from access point AP1 to access point AP3. This can suppress the decrease in communication stability.

[0094] Figure 13 This is a block diagram illustrating a functional configuration example related to the third example of communication-related processing. Descriptions that are repeated in the first example described above are omitted as appropriate. The information processing system 300 (communication control system) includes a score calculation unit 330 and an access point selection unit 335.

[0095] The scoring calculation unit 330 obtains information such as the radio intensity map (RAD), the number of simultaneous connections (NSC), and the travel path (TP). The RAD and NSC are included in the access point management information (AMN) and are obtained from the management system 200. The travel path (TP) is also set by the management system 200 and is obtained from the management system 200. Based on the RAD, NSC, and TP, the scoring calculation unit 330 calculates the score (SC) of each access point (AP) at the target location on the travel path (TP). In the third example, the score (SC) of each AP at the target location includes a first score (SC1) and a third score (SC3). That is, the score (SC) is the sum of the first score (SC1) and the third score (SC3) (SC = SC1 + SC3).

[0096] The first score, SC1, is the same as in the first example above, and is represented by a function (f) of the radio wave intensity of each access point (AP) at the object's location. The stronger the radio wave intensity at the object's location, the higher the first score, SC1.

[0097] The third score SC3 is represented by a function (h) of the number of simultaneous connections (NSC) at each access point (AP). The lower the number of simultaneous connections (NSC), the higher the third score SC3. Conversely, the higher the number of simultaneous connections (NSC), the lower the third score SC3.

[0098] Weighting coefficients α and γ define the weights of the first score (SC1) and the third score (SC3), respectively. For example, weighting coefficients α and γ are set such that the relationships α + γ = 1, 0 < α < 1, and 0 < γ < 1 hold true. The values ​​of weighting coefficients α and γ are arbitrary. When radio wave intensity is emphasized, weighting coefficient α is set to a relatively large value. On the other hand, when the number of simultaneous connections (NSC) is emphasized, weighting coefficient γ is set to a relatively large value.

[0099] The access point selection unit 335 obtains the score SC of each access point AP at the target location calculated in this way. Based on the score SC, the access point selection unit 335 selects the target access point TAP that the vehicle 1 at the target location should connect to from among the multiple access point APs. Typically, the access point selection unit 335 selects the access point with the highest score SC among the multiple access point APs as the target access point TAP.

[0100] As explained above, according to Example 3, not only the "radio intensity at the target location" but also the "simultaneous connection count (NSC)" is considered to calculate the score (SC) of each access point (AP) at the target location. The lower the simultaneous connection count (NSC), the higher the score (SC). Furthermore, the target access point (TAP) is selected based on the calculated score (SC). Therefore, access point APs with lower simultaneous connection counts (NSC) are more likely to be selected as the target access point (TAP). As a result, the reduction in communication stability can be suppressed.

[0101] 3-4. Case 4

[0102] Figure 14 This is a block diagram illustrating a functional configuration example related to the fourth example of communication-related processing. The fourth example is a combination of the second and third examples described above. The information processing system 300 (communication control system) includes a score calculation unit 340 and an access point selection unit 345.

[0103] The scoring calculation unit 340 calculates the score SC of each access point (AP) at the target location on the travel path TP based on the radio intensity map (RAD), the number of simultaneous connections (NSC), and the travel path (TP). In the fourth example, the score SC of each AP at the target location includes a first score SC1, a second score SC2, and a third score SC3. That is, the score SC is the sum of the first score SC1, the second score SC2, and the third score SC3 (SC = SC1 + SC2 + SC3). The weighting coefficients α, β, and γ define the weights of the first score SC1, the second score SC2, and the third score SC3, respectively. For example, the weighting coefficients α, β, and γ are set such that the relationships α + β + γ = 1, 0 < α < 1, 0 < β < 1, and 0 < γ < 1 hold true. The values ​​of the weighting coefficients α, β, and γ are arbitrary.

[0104] The access point selection unit 345 obtains the score SC of each access point AP at the target location calculated in this way. Based on the score SC, the access point selection unit 345 selects the target access point TAP that the vehicle 1 at the target location should connect to from among the multiple access point APs. Typically, the access point selection unit 345 selects the access point with the highest score SC among the multiple access point APs as the target access point TAP.

[0105] The fourth example described above achieves the effects of both the second and third examples.

[0106] 3-5. Case 5

[0107] Next, an example of path determination processing, which determines (selects) the appropriate driving path TP from a communication perspective, will be explained. As mentioned above... Figure 5 As shown, candidate travel routes (TPCs) are provided, which are candidates for the travel routes (TPs) of vehicle 1 in a predetermined area (AR). Specifically, multiple candidate travel routes (TPCs) are provided. These multiple candidate travel routes (TPCs) are set, for example, by the management system 200. In the case of considering a large number of candidate travel routes (TPCs) up to the destination, it is also possible to pre-filter only candidate travel routes (TPCs) whose distance to the destination is less than a threshold. An appropriate travel route (TP) is selected from these multiple candidate travel routes (TPCs).

[0108] Figure 15 This is a block diagram illustrating a functional configuration example related to the fifth example of communication-related processing. The information processing system 300 (path determination system) includes an access point switching estimation unit 350 and a path determination unit 355.

[0109] The access point handover estimation unit 350 acquires information on the radio intensity map (RAD) and the candidate travel path (TPC). The RAD is included in the access point management information (AMN) and is obtained from the management system 200. The candidate travel path (TPC) is also set by the management system 200 and is obtained from the management system 200. The access point handover estimation unit 350 assumes that vehicle 1 has traveled on a candidate travel path (TPC) within a predetermined area (AR) and calculates the number of handovers for the target access point (TAP). The number of handovers for the target access point (TAP) is calculated for each candidate travel path (TPC).

[0110] In the fifth example, the target access point TAP is selected using the method described in the first example above. That is, the access point switching estimation unit 350 and... Figure 7 Similarly, the score calculation unit 310, as shown, calculates the score SC of each access point (AP) at the object location on the travel path candidate TPC based on the radio intensity map (RAD) and the travel path candidate TPC. Furthermore, the access point handover estimation unit 350 and... Figure 7 Similarly, the access point selection unit 315, as shown, selects the target access point TAP that the vehicle 1 at the target location should connect to from multiple access points APs based on the score SC. Furthermore, the access point switching estimation unit 350 calculates the number of switching times of the target access point TAP based on the changes of the target access point TAP along the candidate TPCs of the driving path.

[0111] The route determination unit 355 obtains the number of handovers for each candidate TPC of the driving route calculated in this way. Furthermore, the route determination unit 355 preferentially determines the candidate TPC of the driving route with fewer handovers at the object access point (TAP) as the driving route TP. For example, the route determination unit 355 determines (selects) the candidate TPC of the driving route with the fewest handovers at the object access point (TAP) among multiple candidate TPCs of the driving route as the driving route TP. In addition, the route determination unit 355 may also exclude candidate TPCs of the driving route TP whose distance is greater than a threshold.

[0112] As explained above, according to Example 5, the travel path TP is determined in a way that minimizes the number of handovers at the object access point (TAP). From a risk mitigation perspective, minimizing the number of handovers at the object access point (TAP) is preferable.

[0113] 3-6. Case 6

[0114] Figure 16 This is a block diagram illustrating a functional configuration example related to the sixth example of communication-related processing. Descriptions that are repeated in the fifth example described above are omitted as appropriate. The information processing system 300 (path determination system) includes an access point switching estimation unit 360 and a path determination unit 365.

[0115] The access point handover estimation unit 360 assumes that vehicle 1 has traveled on a candidate travel path TPC within a predetermined area AR, and calculates the number of handovers for the target access point TAP. In the sixth example, the target access point TAP is selected using the method described in the second example above. That is, the access point handover estimation unit 360 and... Figure 10 Similarly, the score calculation unit 320, as shown, calculates the score SC of each access point (AP) at the object location on the travel path candidate TPC based on the radio intensity map (RAD) and the travel path candidate TPC. Furthermore, the access point handover estimation unit 360 and... Figure 10 Similarly, the access point selection unit 325, as shown, selects the target access point TAP that the vehicle 1 at the target location should connect to from multiple access points APs based on the score SC. Furthermore, the access point switching estimation unit 360 calculates the number of switching times of the target access point TAP based on the changes in the target access point TAP along the candidate TPCs of the driving path.

[0116] The route determination unit 365 obtains the number of handovers for each candidate TPC of the driving route calculated in this way. Furthermore, the route determination unit 365 preferentially determines the candidate TPC of the driving route with fewer handovers at the object access point (TAP) as the driving route TP. For example, the route determination unit 365 determines (selects) the candidate TPC of the driving route with the fewest handovers at the object access point (TAP) among multiple candidate TPCs of the driving route as the driving route TP. In addition, the route determination unit 365 may also exclude candidate TPCs of the driving route TP whose distance is greater than a threshold.

[0117] As explained above, according to Example 6, the travel path TP is determined in a way that reduces the number of handovers at the object access point (TAP). In particular, according to Example 6, the number of handovers at the object access point (TAP) is further reduced compared to Example 5 described above. From a risk mitigation perspective, reducing the number of handovers at the object access point (TAP) is preferable.

[0118] 3-7. Case 7

[0119] Figure 17 This is a block diagram illustrating a functional configuration example related to the 7th example of communication-related processing. Descriptions that are repeated in the 5th example described above are omitted as appropriate. The information processing system 300 (path determination system) includes an access point switching estimation unit 370 and a path determination unit 375.

[0120] The access point handover estimation unit 370 assumes that vehicle 1 has traveled on a candidate travel path TPC within a predetermined area AR, and calculates the number of handovers for the target access point TAP. In the seventh example, the target access point TAP is selected using the method described in the fourth example above. That is, the access point handover estimation unit 370 and... Figure 14 Similarly, the score calculation unit 340, as shown, calculates the score SC of each access point AP at the object location on the travel path candidate TPC based on the radio intensity map RAD, the number of simultaneous connections NSC, and the travel path candidate TPC. Furthermore, the access point handover estimation unit 370 and... Figure 14 Similarly, the access point selection unit 345, as shown, selects the target access point TAP that vehicle 1 at the target location should connect to from multiple access points AP based on the score SC. Furthermore, the access point switching estimation unit 370 calculates the number of switching operations for the target access point TAP based on the changes in the target access point TAP along the candidate TPCs of the driving path.

[0121] The route determination unit 375 obtains the number of handovers for each candidate TPC of the driving route calculated in this way. Furthermore, the route determination unit 375 preferentially determines the candidate TPC of the driving route with fewer handovers at the object access point (TAP) as the driving route TP. For example, the route determination unit 375 determines (selects) the candidate TPC of the driving route with the fewest handovers at the object access point (TAP) among multiple candidate TPCs of the driving route as the driving route TP. In addition, the route determination unit 375 may also exclude candidate TPCs of the driving route TP whose distance is greater than a threshold.

[0122] As explained above, according to Example 7, the travel path TP is determined in a way that reduces the number of handovers at the object access point (TAP). From a risk mitigation perspective, reducing the number of handovers at the object access point (TAP) is preferable. Furthermore, the same effect as in Example 4 described above can be achieved.

[0123] 4. Example of composition

[0124] 4-1. Example of vehicle-mounted system configuration

[0125] Figure 18 This is a block diagram illustrating an example configuration of the vehicle system 100 according to this embodiment. The vehicle system 100 includes a communication device 110, a sensor group 120, a driving device 130, and a control device 150.

[0126] The communication device 110 communicates with the outside world via a communication network. For example, the communication device 110 communicates with the management system 200 of a predetermined area AR via a wireless LAN access point AP.

[0127] The sensor group 120 includes an identification sensor 121, a vehicle status sensor 122, etc. The identification sensor 121 is used to identify (detect) the conditions around the vehicle 1. Examples of identification sensors 121 include cameras, LiDAR (Laser Imaging Detection and Ranging), radar, etc. The vehicle status sensor 122 includes speed sensors, acceleration sensors, yaw rate sensors, rudder angle sensors, etc.

[0128] The running gear 130 includes a steering mechanism, a drive mechanism, and a braking mechanism. The steering mechanism steers the wheels. For example, the steering mechanism includes a power steering (EPS) device. The drive mechanism is the power source that generates driving force. Examples of drive mechanisms include engines, electric motors, and in-wheel motors. The braking mechanism generates braking force.

[0129] The control device 150 is a computer that controls the vehicle 1. The control device 150 includes one or more processors 151 (hereinafter referred to as processor 151) and one or more storage devices 152 (hereinafter referred to as storage devices 152). The processor 151 performs various processes. Examples of processors 151 include general-purpose processors, special-purpose processors, CPUs (Central Processing Units), GPUs (Graphics Processing Units), ASICs (Application Specific Integrated Circuits), FPGAs (Field-Programmable Gate Arrays), integrated circuits, and / or combinations thereof. The processor 151 may also be referred to as a processing circuitry. The storage device 152 stores various information. Examples of storage devices 152 include volatile memory, non-volatile memory, HDDs (Hard Disk Drives), SSDs (Solid State Drives), etc.

[0130] Vehicle control program 160 is a computer program used to control vehicle 1. The functions of control device 150 can also be achieved through the cooperation of processor 151 executing vehicle control program 160 and storage device 152. Vehicle control program 160 is stored in storage device 152. Alternatively, vehicle control program 160 can also be recorded on a computer-readable recording medium.

[0131] The control device 150 performs vehicle driving control to control the movement of the vehicle 1. The vehicle driving control includes steering control, acceleration control, and deceleration control. The control device 150 performs vehicle driving control by controlling the driving device 130 (steering device, drive device, and braking device).

[0132] The control device 150 acquires various information. This information is stored in the storage device 152.

[0133] The surrounding environment information 171 represents the recognition result of the recognition sensor 121. The surrounding environment information 171 may also include object information related to the object recognized by the recognition sensor 121. Examples of objects surrounding the vehicle 1 include obstacles, white lines, and markers M. Examples of obstacles include walls, pillars, and other vehicles. The object information represents the relative position and relative speed of the object relative to the vehicle 1.

[0134] Vehicle status information 172 indicates the vehicle status detected by vehicle status sensor 122.

[0135] Map information 173 is map information for a predetermined area AR in which vehicle 1 travels. Map information 173 indicates the road layout within the predetermined area AR. Additionally, map information 173 indicates the layout of stationary obstacles (e.g., walls, pillars) within the predetermined area AR. Furthermore, map information 173 indicates the layout of markers M within the predetermined area AR. For example, map information 173 is provided from a management system 200 that manages the predetermined area AR. Control device 150 obtains map information 173 from management system 200 via communication device 110.

[0136] Location information 174 represents the current position of vehicle 1 within a predetermined area AR. For example, control device 150 obtains high-precision location information 174 through localization processing. Specifically, control device 150 calculates a rough position of vehicle 1 within the predetermined area AR based on vehicle state information 172 (steering angle and speed). Additionally, control device 150 uses recognition sensor 121 to identify markers M around vehicle 1. Furthermore, control device 150 obtains the configuration information of markers M around vehicle 1 from map information 173. Control device 150 corrects the position of vehicle 1 by matching the identification results and configuration of markers M. Thus, high-precision location information 174 can be obtained.

[0137] Alternatively, the location information 174 of vehicle 1 can also be inferred by the management system 200 based on images captured by the infrastructure camera CAM. In this case, the control device 150 can also obtain the location information 174 from the management system 200 via the communication device 110.

[0138] Additionally, the control device 150 obtains information about the driving path TP within the predetermined area AR. For example, the driving path TP is determined by the management system 200, and the control device 150 obtains the driving path TP information from the management system 200 via the communication device 110. As another example, the control device 150 may determine the driving path TP based on map information 173 and location information 174. Furthermore, based on the location information 174, the control device 150 performs vehicle driving control so that the vehicle 1 travels according to the driving path TP.

[0139] 4-2. Example of a Management System Structure

[0140] Figure 19This is a block diagram illustrating an example configuration of the management system 200 according to this embodiment. The management system 200 includes a communication device 210, one or more processors 220 (hereinafter referred to as processors 220), and one or more storage devices 230 (hereinafter referred to as storage devices 230).

[0141] The communication device 210 communicates with the on-board system 100 of each vehicle 1. The communication device 210 can also communicate with an infrastructure camera (CAM) installed in a predetermined area AR. The communication device 210 can also communicate with an access point (AP) installed in the predetermined area AR.

[0142] Processor 220 performs various processes. Examples of processor 220 include general-purpose processors, special-purpose processors, CPUs, GPUs, ASICs, FPGAs, integrated circuits, and / or combinations thereof. Processor 220 may also be referred to as processing circuitry. Storage device 230 stores various information. Examples of storage device 230 include volatile memory, non-volatile memory, HDDs, SSDs, etc.

[0143] Management program 240 is a computer program used to manage a predetermined area AR. The functions of management system 200 can also be achieved through the cooperation of processor 220 executing management program 240 and storage device 230. Management program 240 is stored in storage device 230. Management program 240 can also be recorded on a computer-readable recording medium.

[0144] Map information 250 for a predetermined area AR is stored in storage device 230. Map information 250 is the same as map information 173 described above. Processor 220 can also provide map information 250 to vehicle system 100 via communication device 210.

[0145] Additionally, management information 260 for managing a predetermined area AR is stored in storage device 230. For example, if the predetermined area AR is a parking lot PL, the management information 260 indicates the utilization status (vacancy status) of parking spaces within the parking lot PL. The processor 220 can allocate an available parking space (destination) to vehicle 1 based on the management information 260.

[0146] Management information 260 may also include vehicle management information (VCL) for managing vehicles 1 within the predetermined area AR. The vehicle management information (VCL) includes location information 174 for each vehicle 1 within the predetermined area AR. Processor 220 may also communicate with each vehicle 1 via communication device 210 to collect location information 174 from each vehicle 1. Alternatively, processor 220 may acquire images captured by infrastructure cameras (CAMs) installed in the predetermined area AR and estimate the location of each vehicle 1 based on these images.

[0147] The vehicle management information (VCL) may also include the driving route (TP) and / or driving route candidate (TPC) assigned to each vehicle 1. The processor 220 can determine the driving route (TP) assigned to each vehicle 1 based on the vehicle 1's location information 174, destination, and map information 250. The processor 220 can also provide the driving route (TP) information to the vehicle 1's onboard system 100 via the communication device 210. The same applies to the driving route candidate (TPC).

[0148] Additionally, management information 260 includes access point management information (AMN) for managing access points (APs) within a predetermined area (AR).

[0149] Access Point Management Information (AMN) includes Radio Frequency Analysis (RAD) (see reference). Figure 2 The Radio Wave Intensity Map (RAD) includes information on the radio wave intensity distribution of multiple access points (APs) within a predetermined area (AR). As mentioned above, the radio wave intensity distribution information can be either static or dynamic. The vehicle management information mentioned above includes the location information 174 (current location) of each vehicle 1 within the predetermined area (AR). By considering the location information 174 (current location) of each vehicle 1 within the predetermined area (AR), the dynamic radio wave intensity distribution can be calculated in real time for each access point (AP).

[0150] Access Point Management Information (AMN) can also include the number of simultaneous connections (NSC) for each of the multiple access points (APs) within a predetermined area (AR). Figure 2 For example, the processor 220 communicates with each access point (AP) via the communication device 210 to obtain information on the number of simultaneous connections (NSC) from each AP in real time.

[0151] 4-3. Example of an Information Processing System

[0152] Information processing system 300 is applied to vehicle 1 to perform communication association processing. For example, information processing system 300 is included in vehicle system 100. As another example, information processing system 300 may also be included in management system 200. As yet another example, information processing system 300 may be distributed between vehicle system 100 and management system 200. As yet another example, information processing system 300 may also be another system capable of communicating with vehicle system 100 and management system 200. In any case, vehicle system 100, management system 200, and information processing system 300 are configured to share the same information.

[0153] Figure 20 This is a block diagram illustrating an example configuration of the information processing system 300 according to this embodiment. The information processing system 300 includes a communication device 301, one or more processors 302 (hereinafter referred to as processors 302), and one or more storage devices 303 (hereinafter referred to as storage devices 303).

[0154] The communication device 301 communicates with the outside of the information processing system 300. The communication device 301 may also be included in the communication device 110 of the vehicle system 100. The communication device 301 may also be included in the communication device 210 of the management system 200.

[0155] Processor 302 performs various processes. Examples of processor 302 include general-purpose processors, special-purpose processors, CPUs, GPUs, ASICs, FPGAs, integrated circuits, and / or combinations thereof. Processor 302 may also be referred to as processing circuitry. Processor 302 may also be included in processor 151 of vehicle system 100. Processor 302 may also be included in processor 220 of management system 200.

[0156] Storage device 303 stores various types of information. Examples of storage device 303 include volatile memory, non-volatile memory, HDD, SSD, etc. Storage device 303 may also be included in storage device 152 of vehicle system 100. Storage device 303 may also be included in storage device 230 of management system 200.

[0157] The communication association processing program 304 is a computer program used to perform communication association processing. It can also be referred to as a communication control program that performs communication control processing, or a path determination program that performs path determination processing. The functions of the information processing system 300 can be realized through the cooperation of the processor 302 executing the communication association processing program 304 and the storage device 303. The communication association processing program 304 is stored in the storage device 303. Alternatively, it can be recorded on a computer-readable recording medium.

[0158] Processor 302 obtains Access Point Management Information (AMN) from management system 200. Additionally, processor 302 obtains information on travel path (TP) and / or travel path candidate TPC from management system 200. The Access Point Management Information (AMN), travel path (TP), and / or travel path candidate TPC information are stored in storage device 303. Based on the Access Point Management Information (AMN), travel path (TP), and / or travel path candidate TPC, processor 302 performs the communication association processing described in sections 2 and 3 above.

Claims

1. A route determination system (300) applied to a vehicle (1) traveling in a predetermined area (AR) with multiple access points (APs), characterized in that, The path determination system (300) has one or more processors (302). The one or more processors (302) are configured as follows: Assuming that the vehicle (1) travels on the travel path candidate (TPC) within the predetermined area (AR), calculate the number of times the object access point (TAP) connected to the vehicle (1) is switched. The driving path candidate (TPC) with fewer calculated switching times is preferentially determined as the driving path of the vehicle (1).

2. The path determination system (300) according to claim 1, characterized in that, The calculation of the number of switching operations includes: Obtain information on the radio wave intensity distribution of each of the plurality of access points (APs); Based on the radio wave intensity distribution and the travel path candidate (TPC), the score (SC) of each access point (AP) at the object location on the travel path candidate (TPC) is calculated. Based on the calculated scores (SC) of each access point (AP), the object access point (TAP) connected to the vehicle (1) at the object location is selected from the plurality of access points (APs); and The number of handovers is calculated based on the transitions of the object access point (TAP) along the travel path candidate (TPC). The score (SC) of each access point (AP) includes at least a first score (SC1) and a second score (SC2). The stronger the radio wave intensity at the object's location, the higher the first score (SC1). The higher the persistence (CON) of the rising tendency of the radio wave intensity along the driving path candidate (TPC) forward from the object location, the higher the second score (SC2).

3. The path determination system (300) according to claim 2, characterized in that, The first position (XA) is the position located at the first forward distance from the object position (XT) along the driving path candidate (TPC). The determination interval is the interval between the object position (XT) and the first position (XA) along the driving path candidate (TPC). The rising tendency distance (LU) is the sum of the distances over which the rising tendency of the radio wave intensity persists within the determination interval. As the upward tendency distance (LU) or the ratio of the upward tendency distance (LU) to the first distance increases, the persistence (CON) of the upward tendency becomes higher.

4. The path determination system (300) according to claim 2, characterized in that, The one or more processors (151, 220, 302) obtain the information on the radio intensity distribution of the respective access points (APs) from the management system (200) that manages the predetermined area (AR).

5. The path determination system (300) according to claim 2, characterized in that, The radio wave intensity distribution of each access point (AP) is a static radio wave intensity distribution determined based on the location and performance of each access point (AP).

6. The path determination system (300) according to claim 2, characterized in that, The radio wave intensity distribution of each access point (AP) is a dynamic radio wave intensity distribution calculated based on the location and performance of each access point (AP) and also based on the distribution of mobile bodies in the predetermined area (AR).

7. The path determination system (300) according to any one of claims 1 to 6, characterized in that, The designated area (AR) is a parking lot. The vehicle (1) has the function of automatic valet parking.

8. A route determination method applied to a vehicle (1) traveling in a predetermined area (AR) with multiple access points (APs), characterized in that, The path determination method is executed by a computer and includes: Assuming that the vehicle (1) travels on a Travel Path Candidate (TPC) within the predetermined area (AR), calculate the number of times the object access point (TAP) connected to the vehicle (1) is switched; and The driving path candidate (TPC) with fewer calculated switching times is preferentially determined as the driving path of the vehicle (1).

9. A route determination procedure applied to a vehicle (1) traveling in a predetermined area (AR) with multiple access points (APs), characterized in that, The path determination procedure is executed by a computer, which then performs the following processes: Assuming that the vehicle (1) travels on the travel path candidate (TPC) within the predetermined area (AR), calculate the number of times the object access point (TAP) connected to the vehicle (1) is switched. as well as The driving path candidate (TPC) with fewer calculated switching times is preferentially determined as the driving path of the vehicle (1).

10. A non-transient storage medium storing instructions, said instructions being executed by one or more processors to cause said one or more processors to perform a function, characterized in that, The functions include: Assuming that vehicle (1) travels on a Travel Path Candidate (TPC) within a predetermined area (AR), calculate the number of times the object access point (TAP) connected to vehicle (1) is switched; and The driving path candidate (TPC) with fewer calculated switching times is preferentially determined as the driving path of the vehicle (1).

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