Route selection system

Abstract

To provide a technique capable of preventing a mobile object from being unable to move by unmanned operation due to access concentration on a specific access point.SOLUTION: A route selection system includes a movable body movable by self-driving, the movable body including a communication device, a plurality of access points installed along a plurality of movement routes of the movable body, and a selector that selects a movement route for moving the movable body from among the plurality of movement routes in accordance with the number of communication devices connected to each of the plurality of access points.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to routing systems. [Background technology]

[0002] Conventionally, vehicles that travel autonomously or by remote control are known (Patent Document 1). In this technology, the vehicle is equipped with a communication device for communicating with an external device, such as a manufacturing system, connected to a communication network. As a result, the vehicle receives data related to autonomous travel from a manufacturing system including a server via the communication network, and travels autonomously based on the received data. The vehicle also receives remote control commands from the manufacturing system via the communication network, and travels by remote control based on the received remote control commands. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2017-538619 Summary of the Invention [Problem to be solved by the invention]

[0004] Access points that connect the vehicle to external devices via a communication network may be installed along the vehicle's travel route. In this case, data may be transmitted and received between the vehicle and the external device via the access points to enable the vehicle to travel in an unmanned driving mode. If multiple access points are installed in an area along the travel route so that they are available for use, communication problems such as communication outages and delays may occur. Therefore, it is preferable to install only one access point in an area so that it is available for use. However, there is a limit to the number of communication devices that can connect to the same access point. Therefore, if more vehicles than the number that can be connected simultaneously access the same access point, at least some of the vehicles may not be able to travel in an unmanned driving mode. This issue is not limited to vehicles, but is common to all moving objects. [Means for solving the problem]

[0005] The present disclosure can be realized in the following forms.

[0006] (1) According to one aspect of the present disclosure, a route selection system is provided. The route selection system includes a mobile object capable of moving by unmanned operation, the mobile object having a communication device; a plurality of access points installed along a plurality of travel routes of the mobile object; and a selection unit that selects a travel route along which the mobile object should move from the plurality of travel routes in accordance with the number of connected communication devices connected to each of the plurality of access points. According to this aspect, the selection unit can select a travel route for the mobile object from the plurality of travel routes on which each access point is installed in accordance with the number of connected communication devices. In this way, the travel routes of the mobile object can be distributed according to the number of connected communication devices to each access point. This makes it possible to prevent more mobile objects from simultaneously accessing the same access point than the number that can be connected. This makes it possible to prevent the mobile object from being unable to move by unmanned operation due to access concentration at a specific access point. (2) In the above aspect, the selection unit may select, from the plurality of travel routes, a travel route on which a target access point is installed, the number of connected communication devices of which is less than a predetermined threshold. According to this aspect, the selection unit can select a travel route on which a target access point is installed, the number of connected communication devices of which is less than a predetermined threshold. (3) In the above aspect, each of the multiple travel routes may be at least one of a main route leading to the destination and a backup route that departs from the main route and leads to a different evacuation site from the destination. When the main route in the traveling direction of the moving object includes a travel route on which the target access point is installed, the selection unit may select the travel route on the main route on which the target access point is installed. When the main route in the traveling direction of the moving object does not include a travel route on which the target access point is installed, the selection unit may select the backup route. According to this aspect, when the main route in the traveling direction of the moving object includes a travel route on which the target access point is installed, the selection unit can select the travel route on which the target access point is installed. This allows the moving object to move to its destination while avoiding a situation in which access to a specific access point becomes concentrated and the moving object is unable to move by unmanned operation. Furthermore, when the main route in the traveling direction of the moving object does not include a target access point, the selection unit can select the backup route. This allows the moving object to temporarily move to a evacuation site and wait there. This prevents the target moving object from interfering with the movement of other moving objects. (4) In the above aspect, when the main route has a plurality of branch routes that branch off en route to the destination, and when the plurality of branch routes on which the target access points are installed are present on the main route in the traveling direction of the moving object, the selection unit may select the branch route on which the target access points with the fewest number of connected vehicles are installed from the plurality of branch routes on which the target access points are installed. According to this aspect, the selection unit can select the branch route on which the target access points with the fewest number of connected vehicles are installed from the plurality of branch routes on which the target access points are installed. This can prevent access from concentrating on a specific access point on the main route. This can more reliably prevent the moving object from becoming unable to move due to unmanned operation. (5) In the above aspect, when the main route has a plurality of branch routes that branch off en route to the destination, and when the plurality of branch routes on which the target access points are installed exist on the main route in the traveling direction of the moving body, the selection unit may select, from the plurality of branch routes on which the target access points are installed, a branch route on which an access point that is expected to be connected to a number of communication devices that is less than the threshold is installed. According to this aspect, the selection unit can pre-select a branch route on which an access point that is expected to be connected to a number of communication devices that is less than the threshold is installed. This more reliably prevents the moving body from becoming unable to move due to unmanned operation. The present disclosure can be realized in various forms other than the above-described route selection system, such as a route selection method, a method for manufacturing a route selection system, a method for controlling a route selection system, a computer program for implementing the control method, a non-transitory recording medium on which the computer program is recorded, etc. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a conceptual diagram showing the configuration of a route selection system in a first embodiment. [Figure 2]FIG. 1 is a block diagram showing the configuration of a route selection system. [Figure 3] 3 is a flowchart showing a processing procedure for vehicle travel control in the first embodiment. [Figure 4] 4 is a flowchart showing a route selection method in the first embodiment. [Figure 5] FIG. 10 is a conceptual diagram showing the configuration of a route selection system according to a second embodiment. [Figure 6] 10 is a flowchart showing a route selection method in the second embodiment. [Figure 7] FIG. 10 is an explanatory diagram showing a schematic configuration of a route selection system according to a third embodiment. [Figure 8] 10 is a flowchart showing a processing procedure for vehicle travel control in a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] A. First embodiment: 1 is a conceptual diagram showing the configuration of a route selection system 50 according to the first embodiment. The route selection system 50 includes one or more vehicles 100 as moving objects, a server 200, one or more external sensors 300, and multiple access points 400 that function as master devices.

[0009] In this disclosure, a "mobile body" refers to an object that can move, such as a vehicle or an electric vertical take-off and landing aircraft (a so-called flying car). A vehicle may be a vehicle that runs on wheels or a vehicle that runs on tracks, such as a passenger car, truck, bus, motorcycle, automobile, tank, or construction vehicle. Vehicles include electric vehicles (BEVs: Battery Electric Vehicles), gasoline-powered vehicles, hybrid vehicles, and fuel cell vehicles. When a mobile body is something other than a vehicle, the terms "vehicle" and "car" in this disclosure may be appropriately replaced with "mobile body," and the term "traveling" may be appropriately replaced with "moving."

[0010] The vehicle 100 is configured to be capable of traveling in an unmanned manner. "Unmanned driving" refers to driving without the driver's control. Driving operation refers to operations related to at least one of "running," "turning," and "stopping" of the vehicle 100. Unmanned driving is achieved by automatic or manual remote control using a device located outside the vehicle 100, or by autonomous control of the vehicle 100. A vehicle 100 traveling in an unmanned manner may have a driver on board who does not operate the vehicle. A driver who does not operate the vehicle may, for example, simply be seated in the vehicle 100, or a person who is riding in the vehicle 100 and performing work other than driving operations, such as assembly, inspection, or operating switches. Driving in which a driver controls the vehicle is sometimes called "manned driving."

[0011] In this specification, "remote control" includes "full remote control" in which all of the operations of vehicle 100 are completely determined from outside vehicle 100, and "partial remote control" in which some of the operations of vehicle 100 are determined from outside vehicle 100. Furthermore, "autonomous control" includes "full autonomous control" in which vehicle 100 autonomously controls its own operations without receiving any information from devices external to vehicle 100, and "partial autonomous control" in which vehicle 100 autonomously controls its own operations using information received from devices external to vehicle 100.

[0012] In this embodiment, the route selection system 50 is used in a factory FC1 that manufactures the vehicle 100. The reference coordinate system of the factory FC1 is a global coordinate system GC, and any position within the factory FC1 can be expressed by X, Y, and Z coordinates in the global coordinate system GC. The factory FC1 includes a departure point PL1 of the vehicle 100, a destination PL2, a shelter different from the destination PL2, and multiple travel routes TR connecting these locations. Each of the multiple travel routes TR is at least one of a main route MR1 and backup routes PR1 to PR3. The main route MR1 is a travel route TR that leads from the departure point PL1 to the destination PL2. The backup routes PR1 to PR3 are travel routes TR that depart from the main route MR1 and head toward the shelter. In FIG. 1, selectable travel routes TR on the main route MR1 are shown with solid lines. Non-selectable travel routes TR on the main route MR1 are shown with dashed lines. The backup routes PR1 to PR3 are shown with dashed lines. The selectable travel routes TR will be described later.

[0013] In this embodiment, each of the multiple travel routes TR is either a main route MR1 or one of preparatory routes PR1 to PR3. The main route MR1 has a first branch route BR1 and a second branch route BR2 formed by branching at a first branch point BP1 located on the way from the departure point PL1 to the destination PL2. The main route MR1 also has a first simple route SR1 and a second simple route SR2 formed from the departure point PL1 to the first branch point BP1 without branching on the way. The first simple route SR1 is a travel route TR that runs from the departure point PL1 to a first passing point PP1 located between the departure point PL1 and the first branch point BP1. The second simple route SR2 is a travel route TR that runs from the first passing point PP1 to the first branch point BP1. The main route MR1 also has a first merging route CR1 formed by the two branch routes BR1 and BR2 merging at a first merging point JP1 located on the way to the destination PL2. In this embodiment, the factory FC1 has a first preliminary route PR1, a second preliminary route PR2, and a third preliminary route PR3 connected to a first evacuation area PL31 serving as an evacuation area. The first preliminary route PR1 is a travel route TR heading from the first passing point PP1 to the first evacuation area PL31. The second preliminary route PR2 is a travel route TR heading from the first junction point BP1 to the first evacuation area PL31. The third preliminary route PR3 is a travel route TR heading from the first junction point JP1 to the first evacuation area PL31. The vehicle 100 travels in an unmanned manner along any of the above-mentioned multiple travel routes TR.

[0014] In the factory FC1, multiple access points 400 are installed along multiple travel routes TR of the vehicle 100. The access points 400 communicatively connect, via a network, communication devices 130, 205, and 330 mounted on the vehicle 100, the server 200, the external sensor 300, and the like that are within a radio wave range, which is a range in which radio waves can be transmitted and received. In this embodiment, the access points 400 are installed in each area defined by each of the multiple travel routes TR. Specifically, five access points 401 to 405 are installed along the main route MR1. The first access point 401 has a radio wave range that includes the first single route SR1. The second access point 402 has a radio wave range that includes the second single route SR2. The third access point 403 has a radio wave range that includes the first branch route BR1. The fourth access point 404 has a radio wave range that includes the second branch route BR2. The fifth access point 405 has a radio wave range that includes the first merging route CR1. Furthermore, in factory FC1, three access points 406-408 are installed along the backup routes PR1-PR3. The sixth access point 406 has a radio wave range that includes the first backup route PR1. The seventh access point 407 has a radio wave range that includes the second backup route PR2. The eighth access point 408 has a radio wave range that includes the third backup route PR3.

[0015] Furthermore, multiple external sensors 300 are installed in the factory FC1 along the travel route TR. The positions of each external sensor 300 in the factory FC1 are adjusted in advance. The external sensor 300 is a sensor located outside the vehicle 100. In this embodiment, the external sensor 300 is a sensor that captures the vehicle 100 from outside the vehicle 100. The external sensor 300 includes a communication device 330 and can communicate with external devices such as the vehicle 100 and the server 200 via wired or wireless communication. In this embodiment, the communication device 330 of the external sensor 300 also functions as a slave device of the access point 400. In other words, the communication device 330 of the external sensor 300 can wirelessly communicate with external devices via the access point 400, allowing the external sensor 300 to send and receive data to and from the external devices. In this embodiment, the external sensor 300 is configured by a camera. The camera serving as the external sensor 300 captures an image of the vehicle 100 and outputs the captured image as a detection result.

[0016] FIG. 2 is a block diagram showing the configuration of the route selection system 50. The vehicle 100 includes a vehicle control device 110 for controlling each part of the vehicle 100 and an actuator group 120 including one or more actuators that are driven under the control of the vehicle control device 110. The actuator group 120 includes a drive actuator for accelerating the vehicle 100, a steering actuator for changing the traveling direction DI of the vehicle 100, and a braking actuator for decelerating the vehicle 100. The vehicle 100 also includes a communication device 130 for communicating with external devices such as a server 200 and an external sensor 300 via wireless communication. The communication device 130 of the vehicle 100 also functions as a slave device of the access point 400. In other words, the vehicle 100 can transmit and receive data to and from the external devices by wirelessly communicating with the external devices via the access point 400 through the communication device 130 of the vehicle 100.

[0017] The vehicle control device 110 is configured by a computer including a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The processor 111, the memory 112, and the input / output interface 113 are connected via the internal bus 114 to enable bidirectional communication. The input / output interface 113 is connected to an actuator group 120 and a communication device 130. The processor 111 functions as a vehicle control unit 115 by executing a program PG1 stored in the memory 112.

[0018] The vehicle control unit 115 controls the actuator group 120 using the driving control signal received from the server 200 via the access point 400, thereby causing the vehicle 100 to drive. The driving control signal is a control signal for driving the vehicle 100. In this embodiment, the driving control signal includes the acceleration and steering angle of the vehicle 100 as parameters. In other embodiments, the driving control signal may include the speed of the vehicle 100 as a parameter instead of or in addition to the acceleration of the vehicle 100.

[0019] The server 200 is configured by a computer including a processor 201, a memory 202, an input / output interface 203, and an internal bus 204. The processor 201, the memory 202, and the input / output interface 203 are connected via the internal bus 204 to enable bidirectional communication. A communication device 205 is connected to the input / output interface 203 for communicating with devices external to the server 200, such as the vehicle 100 and the external sensors 300. The communication device 205 of the server 200 can communicate with the vehicle 100 via wireless communication and can communicate with each external sensor 300 via wired or wireless communication. In this embodiment, the communication device 205 of the server 200 also functions as a slave device of the access point 400. In other words, the communication device 205 of the server 200 communicates with the external devices via the access point 400, allowing the server 200 to send and receive data to and from the external devices. The processor 201 executes a program PG2 stored in the memory 202, thereby functioning as a selection unit 211 and a remote control unit 212.

[0020] The selection unit 211 selects a travel route TR along which the vehicle 100 will travel from among the plurality of travel routes TR in accordance with the number of connected communication devices 130, 205, 330 connected to each of the plurality of access points 400. In this embodiment, the selection unit 211 selects a travel route TR on which a target access point 450 is installed, to which the number of connected communication devices 130, 205, 330 is less than a predetermined threshold, from among the plurality of travel routes TR included in the reference route RR stored in the memory 202 of the server 200. The threshold is, for example, an upper limit value of the number of connectable communication devices 130, 205, 330.

[0021] The remote control unit 212 acquires detection results from the external sensors 300 via the access point 400, and generates a driving control signal for controlling the actuator group 120 of the vehicle 100 using the detection results. Then, the remote control unit 212 transmits the driving control signal to the vehicle 100 via the access point 400. As a result, the remote control unit 212 causes the vehicle 100 to travel by remote control. At this time, the remote control unit 212 determines parameters of the driving control signal, such as acceleration and steering angle, so that the vehicle 100 travels along the driving route TR selected by the selection unit 211. As a result, the remote control unit 212 generates a driving control signal for traveling along the driving route TR selected by the selection unit 211.

[0022] FIG. 3 is a flowchart showing a processing procedure for driving control of the vehicle 100 in the first embodiment. In step S1, the processor 201 of the server 200 acquires vehicle position information using detection results output from the external sensor 300. The vehicle position information is position information that serves as the basis for generating a driving control signal. In this embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in a global coordinate system GC of the factory FC1. Specifically, in step S1, the processor 201 acquires the vehicle position information using a captured image acquired from a camera, which is the external sensor 300. In more detail, in step S1, the processor 201, for example, detects the outer shape of the vehicle 100 from the captured image, calculates coordinates of the positioning point of the vehicle 100 in the coordinate system of the captured image, i.e., the local coordinate system, and converts the calculated coordinates into coordinates in the global coordinate system GC to acquire the position of the vehicle 100. The outer shape of the vehicle 100 included in the captured image can be detected, for example, by inputting the captured image into a detection model DM that utilizes artificial intelligence. The detection model DM is prepared, for example, inside or outside the route selection system 50 and pre-stored in the memory 202 of the server 200. The detection model DM may be, for example, a trained machine learning model trained to achieve either semantic segmentation or instance segmentation. This machine learning model may be, for example, a convolutional neural network (CNN) trained by supervised learning using a training dataset. The training dataset may include, for example, a plurality of training images including the vehicle 100 and labels indicating whether each region in the training image represents the vehicle 100 or a region other than the vehicle 100. During training of the CNN, it is preferable to update the parameters of the CNN using backpropagation (backpropagation) to reduce errors between the output results of the detection model DM and the labels. Furthermore, the processor 201 may acquire the orientation of the vehicle 100 by, for example, utilizing an optical flow method, estimating the orientation based on the orientation of the movement vector of the vehicle 100 calculated from changes in the positions of feature points of the vehicle 100 between frames of captured images.

[0023] In step S2, the processor 201 of the server 200 determines a target position to which the vehicle 100 should next head. In this embodiment, the target position is represented by X, Y, and Z coordinates in the global coordinate system GC. A reference route RR, which is a route to be traveled by the vehicle 100, is stored in advance in the memory 202 of the server 200. The route is represented by nodes indicating the departure point PL1, nodes indicating passing points, nodes indicating the destination PL2, and links connecting the nodes. The processor 201 uses the vehicle position information and the reference route RR to determine a target position to which the vehicle 100 should next head. The processor 201 determines a target position on the reference route RR that is ahead of the current location of the vehicle 100.

[0024] In step S3, the processor 201 of the server 200 generates a travel control signal for causing the vehicle 100 to travel toward the determined target position. The processor 201 calculates the travel speed of the vehicle 100 from the change in the position of the vehicle 100 and compares the calculated travel speed with the target speed. When the travel speed is lower than the target speed, the processor 201 determines an acceleration such that the vehicle 100 accelerates. When the travel speed is higher than the target speed, the processor 201 determines an acceleration such that the vehicle 100 decelerates. Furthermore, when the vehicle 100 is located on the reference route RR, the processor 201 determines a steering angle and acceleration such that the vehicle 100 does not deviate from the reference route RR. When the vehicle 100 is not located on the reference route RR, in other words, when the vehicle 100 has deviated from the reference route RR, the processor 201 determines a steering angle and acceleration such that the vehicle 100 returns to the reference route RR.

[0025] In step S4, the processor 201 of the server 200 transmits the generated driving control signal to the vehicle 100. The processor 201 repeats, at a predetermined cycle, the acquisition of vehicle position information, the determination of a target position, the generation of a driving control signal, and the transmission of the driving control signal.

[0026] In step S5, the processor 111 of the vehicle 100 receives the driving control signal transmitted from the server 200. In step S6, the processor 111 of the vehicle 100 controls the actuator group 120 using the received driving control signal, thereby causing the vehicle 100 to drive at the acceleration and steering angle indicated in the driving control signal. The processor 111 repeats receiving the driving control signal and controlling the actuator group 120 at a predetermined cycle. According to the route selection system 50 of this embodiment, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using transportation equipment such as a crane or conveyor.

[0027] Fig. 4 is a flowchart showing a route selection method in the first embodiment. The flow shown in Fig. 4 is executed, for example, before the access point 400 connected to the communication device 130 of the vehicle 100 is switched.

[0028] In step S101, the selection unit 211 acquires, for each candidate access point, the number of connected communication devices 130, 205, and 330. A candidate access point is an access point 400 that is installed adjacent to the access point 400 currently connected to the communication device 130 of the vehicle 100 in the traveling direction DI of the vehicle 100. In other words, a candidate access point is an access point 400 that has the potential to be connected next to the access point 400 currently connected to the communication device 130 of the vehicle 100. For example, in the example shown in FIG. 1 , the communication device 130 of the vehicle 100 located at the first point P1 on the first single route SR1 is connected to the first access point 401. Therefore, in this case, the selection unit 211 acquires the number of connected communication devices 130, 205, and 330 that are connected to each of the second access point 402 and the sixth access point 406, which are candidate access points. Furthermore, the communication device 130 of the vehicle 100 located at the second point P2 on the second single route SR2 is connected to the second access point 402. Therefore, in this case, the selection unit 211 acquires the number of connected communication devices 130, 205, 330 connected to each of the candidate access points, the third access point 403, the fourth access point 404, and the seventh access point 407. Furthermore, the communication device 130 of the vehicle 100 located at the third point P3 on the first branch route BR1 is connected to the third access point 403. Therefore, in this case, the selection unit 211 acquires the number of connected communication devices 130, 205, 330 connected to each of the candidate access points, the fifth access point 405 and the eighth access point 408.

[0029] 4, in step S102, the selection unit 211 compares the number of communication devices 130, 205, and 330 connected to the candidate access point with a threshold value for each candidate access point. Then, in step S103, the selection unit 211 determines that a candidate access point to which the number of communication devices 130, 205, and 330 connected is less than the threshold value (step S102: Yes) is a target access point 450. In step S104, the selection unit 211 determines that a candidate access point to which the number of communication devices 130, 205, and 330 connected is equal to or greater than the threshold value (step S102: No) is a non-target access point 455.

[0030] If a travel route TR on which the target access point 450 is installed exists on the main route MR1 in the traveling direction DI of the vehicle 100 (step S105: Yes), the selection unit 211 executes step S106. In step S106, the selection unit 211 selects the travel route TR on the main route MR1 on which the target access point 450 is installed. For example, in the example shown in FIG. 1, when the vehicle 100 is located at a first point P1, a second single route SR2 on which the second access point 402 is installed as the target access point 450 exists on the main route MR1 in the traveling direction DI of the vehicle 100. Therefore, in this case, the selection unit 211 selects the second single route SR2. Furthermore, when the vehicle 100 is located at a second point P2, a first branch route BR1 on which the third access point 403 is installed as the target access point 450 exists on the main route MR1 in the traveling direction DI of the vehicle 100. Therefore, in this case, the selection unit 211 selects the first branch route BR1.

[0031] 4, when a travel route TR on which the target access point 450 is installed does not exist on the main route MR1 in the traveling direction DI of the vehicle 100 (step S105: No), the selection unit 211 executes step S107. In step S107, the selection unit 211 selects the nearest preparatory routes PR1 to PR3 that exist in the traveling direction DI of the vehicle 100. For example, in the example shown in FIG. 1, when the vehicle 100 is located at the third point P3, a travel route TR on which the target access point 450 is installed does not exist on the main route MR1 in the traveling direction DI of the vehicle 100. Therefore, in this case, the selection unit 211 selects the nearest third preparatory route PR3.

[0032] According to the first embodiment, the selection unit 211 can select a driving route TR along which the vehicle 100 should travel from among a plurality of driving routes TR along which the access points 400 are installed, depending on the number of communication devices 130, 205, and 330 connected to each access point 400. In this way, the driving routes TR of the vehicle 100 can be distributed depending on the number of communication devices 130, 205, and 330 connected to each access point 400. This makes it possible to prevent more vehicles 100 than the number that can be connected from simultaneously accessing the same access point 400. This makes it possible to prevent the vehicle 100 from being unable to travel in an unmanned driving mode due to access concentration at a specific access point 400. Furthermore, the availability rate of each access point 400 can be improved.

[0033] Furthermore, according to the first embodiment, the selection unit 211 can select a travel route TR along which the vehicle 100 will travel from among a plurality of travel routes TR by comparing the number of communication devices 130, 205, 330 connected to the access point 400 with a threshold value. Note that the method of selecting a travel route TR according to the number of communication devices 130, 205, 330 connected to the access point 400 is not limited to this.

[0034] Furthermore, according to the first embodiment, when the travel route TR on the main route MR1 and the preparatory routes PR1 to PR3 are selectable, the selection unit 211 can select the travel route TR on the main route MR1. This allows the vehicle 100 to travel toward the destination PL2 while avoiding a situation in which the vehicle 100 cannot travel in an unmanned manner due to concentrated access to a specific access point 400.

[0035] Furthermore, according to the first embodiment, when the travel route TR on the main route MR1 cannot be selected, the selection unit 211 can select one of the preparatory routes PR1 to PR3. In this way, the vehicle 100 can be temporarily moved to a shelter and wait there. This prevents the vehicle 100 from interfering with the travel of other vehicles 100, for example, by stopping on the main route MR1 due to concentrated access to a specific access point 400. Note that it is not essential for the factory FC1 to have the preparatory routes PR1 to PR3.

[0036] B. Second embodiment: FIG. 5 is a conceptual diagram showing the configuration of a route selection system 50a according to the second embodiment. In this embodiment, a main route MR2 has a third branch route BR3 and a fourth branch route BR4, which are formed by branching at a second branch point BP2 located midway from a starting point PL1 to a destination PL2. The third branch route BR3 has a first partial route BR31 and a second partial route BR32. The first partial route BR31 is a travel route TR that runs from the second branch point BP2 to a second passing point PP2, which is located on the third branch route BR3 between the second branch point BP2 and a second junction JP2. The second partial route BR32 is a travel route TR that runs from the second passing point PP2 to the second junction JP2. The fourth branch route BR4 has a third partial route BR41 and a fourth partial route BR42. The third partial route BR41 is a travel route TR that extends from the second branch point BP2 to the third passing point PP3, which is located on the fourth branch route BR4 between the second branch point BP2 and the second junction point JP2. The fourth partial route BR42 is a travel route TR that extends from the third passing point PP3 to the second junction point JP2. The main route MR2 also includes a third single route SR3 that is formed from the departure point PL1 to the second branch point BP2 without branching. The main route MR2 also includes a second junction route CR2 that is formed by the two branch routes BR3 and BR4 merging at the second junction point JP2 on the way to the destination PL2. In this embodiment, the factory FC2 also includes three backup routes PR4 to PR6 that are connected to the second evacuation area PL32, which serves as an evacuation area. The fourth backup route PR4 is a travel route TR that extends from the second branch point BP2 to the second evacuation area PL32. The fifth alternative route PR5 is a travel route TR that runs from the second passing point PP2 to the second evacuation area PL32. The sixth alternative route PR6 is a travel route TR that runs from the second junction JP2 to the second evacuation area PL32. Furthermore, factory FC2 has three alternative routes PR7 to PR9 that connect to the third evacuation area PL33, which is a different evacuation area from the second evacuation area PL32. The seventh alternative route PR7 is a travel route TR that runs from the second junction BP2 to the third evacuation area PL33. The eighth alternative route PR8 is a travel route TR that runs from the third passing point PP3 to the third evacuation area PL33. The ninth alternative route PR9 is a travel route TR that runs from the second junction JP2 to the third evacuation area PL33.

[0037] In this embodiment, six access points 409-414 are installed in factory FC2 along the main route MR2. The ninth access point 409 includes the third single route SR3 in its radio wave range. The tenth access point 410 includes the first partial route BR31 in its radio wave range. The eleventh access point 411 includes the second partial route BR32 in its radio wave range. The twelfth access point 412 includes the third partial route BR41 in its radio wave range. The thirteenth access point 413 includes the fourth partial route BR42 in its radio wave range. The fourteenth access point 414 includes the second merging route CR2 in its radio wave range. In addition, six access points 415-420 are installed in factory FC2 along the backup routes PR4-PR9. The fifteenth access point 415 includes the fourth backup route PR4 in its radio wave range. The sixteenth access point 416 includes the fifth backup route PR5 in its radio wave range. The radio wave range of the 17th access point 417 includes the 6th backup route PR6. The radio wave range of the 18th access point 418 includes the 7th backup route PR7. The radio wave range of the 19th access point 419 includes the 8th backup route PR8. The radio wave range of the 20th access point 420 includes the 9th backup route PR9.

[0038] Fig. 6 is a flowchart showing a route selection method in the second embodiment. The flow shown in Fig. 6 is executed, for example, before the access point 400 connected to the communication device 130 of the vehicle 100 is switched.

[0039] In step S201, the selection unit 211 acquires the number of connected communication devices 130, 205, 330 connected to each candidate access point. For example, in the example shown in Fig. 5, the communication device 130 of the vehicle 100 located at the fourth point P4 on the third single route SR3 is connected to the ninth access point 409. Therefore, in this case, the selection unit 211 acquires the number of connected communication devices 130, 205, 330 connected to each of the candidate access points, the tenth access point 410, the twelfth access point 412, the fifteenth access point 415, and the eighteenth access point 418.

[0040] 6, in step S202, the selection unit 211 compares the number of communication devices 130, 205, and 330 connected to the candidate access point with a threshold value for each candidate access point. Then, in step S203, the selection unit 211 determines that a candidate access point to which the number of communication devices 130, 205, and 330 connected is less than the threshold value (step S202: Yes) is a target access point 450. In step S204, the selection unit 211 determines that a candidate access point to which the number of communication devices 130, 205, and 330 connected is equal to or greater than the threshold value (step S202: No) is a non-target access point 455.

[0041] If there is no travel route TR on the main route MR2 in the traveling direction DI of the vehicle 100, on which the target access point 450 is installed (step S205: No), the selection unit 211 executes step S207. In step S207, the selection unit 211 selects the nearest preparatory routes PR1 to PR3 that are present in the traveling direction DI of the vehicle 100. Furthermore, if there is a travel route TR on the main route MR2 in the traveling direction DI of the vehicle 100, on which the target access point 450 is installed (step S205: Yes), but there are no multiple branch routes BR3, BR4 (step S206: No), the selection unit 211 executes step S208. In step S208, the selection unit 211 selects the travel route TR on the main route MR2, on which the target access point 450 is installed.

[0042] If there are multiple branch routes BR3, BR4 on which the target access point 450 is installed on the main route MR2 in the traveling direction DI of the vehicle 100 (step S205: Yes, step S206: Yes), the selection unit 211 executes step S209. In step S209, the selection unit 211 acquires the number of connected communication devices 130, 205, 330 connected to each next access point. The next access point is an access point 400 on the main route MR2 that is installed adjacent to a candidate access point on the main route MR2 in the traveling direction DI of the vehicle 100. In other words, the next access point is an access point 400 that has the potential to be connected next to the candidate access point when traveling along the traveling route TR on the main route MR2. In step S210, the selection unit 211 determines whether the number of communication devices 130, 205, 330 scheduled to be connected to the next access point is less than a threshold value at the scheduled connection time of the vehicle 100. The selection unit 211, for example, uses the number of communication devices 130, 205, 330 connected to the next access point acquired in step S209 to determine whether or not a number of communication devices 130, 205, 330 less than a threshold are scheduled to be connected to the next access point at the scheduled connection time. The selection unit 211 may use the number of communication devices 130, 205, 330 connected to the next access point that are scheduled to be connected at the scheduled connection time to determine whether or not a number of communication devices 130, 205, 330 less than a threshold are scheduled to be connected to the next access point at the scheduled connection time. The selection unit 211 may also use the number of communication devices 130, 205, 330 that are scheduled to be disconnected at the scheduled connection time to determine whether or not a number of communication devices 130, 205, 330 less than a threshold are scheduled to be connected to the next access point at the scheduled connection time. In step S211, the selector 211 determines that the next access point to which the number of communication devices 130, 205, 330 expected to connect at the scheduled connection time is less than the threshold (step S210: Yes) is the allowed access point 457.In step S212, the selector 211 determines that the next access point to which the number of communication devices 130, 205, 330 expected to connect at the scheduled connection time is equal to or greater than the threshold (step S210: No) is the non-allowed access point 459.

[0043] If the non-allowed access point 459 is not installed on any of the branch routes BR3 and BR4 on which the target access point 450 is installed but the allowed access point 457 is installed (step S213: Yes), the selection unit 211 executes step S214. In step S214, the selection unit 211 selects the branch route BR3 or BR4 on which the target access point 450 with the fewer number of connected devices is installed.

[0044] When the allowed access point 457 is installed without the non-allowed access point 459 on any of the multiple branch routes BR3, BR4 on which the target access point 450 is installed (step S213: No, step S215: Yes), the selection unit 211 executes step S216. In step S216, the selection unit 211 selects the branch route BR3, BR4 on which the allowed access point 457 is installed without the non-allowed access point 459 from among the multiple branch routes BR3, BR4 on which the target access point 450 is installed. For example, in the example shown in FIG. 5 , when the vehicle 100 is located at the fourth point P4, a third branch route BR3 and a fourth branch route BR4 on which the target access point 450 is installed exist on the main route MR2 in the traveling direction DI of the vehicle 100. In this case, the allowed access point 457 is installed without the non-allowed access point 459 on both the first partial route BR31 and the second partial route BR32 of the third branch route BR3. On the other hand, the fourth partial route BR42 of the fourth branch route BR4 is installed with a non-permitted access point 459. Therefore, in this case, the selection unit 211 selects the third branch route BR3.

[0045] If the permissible access point 457 is not installed on either of the multiple branch routes BR3, BR4 on which the target access point 450 is installed (step S213: No, step S215: No), the selection unit 211 executes step S214. In this case, the selection unit 211 may execute step S207.

[0046] According to the second embodiment, the selection unit 211 can select the branch route BR3, BR4 on which the target access point 450 with the fewer number of connected vehicles is installed from among the multiple branch routes BR3, BR4 on which the target access point 450 is installed. In this way, it is possible to avoid access concentration at a specific access point 400 on the main route MR2. This more reliably prevents the vehicle 100 from becoming unable to travel due to unmanned operation.

[0047] Furthermore, according to the second embodiment, the selection unit 211 can select in advance branch routes BR3 and BR4 on which permissible access points 457 are installed that are expected to connect to a number of communication devices 130, 205, and 330 that is less than the threshold value. This can more reliably prevent the vehicle 100 from becoming unable to travel due to unmanned driving.

[0048] C. Third embodiment: 7 is an explanatory diagram showing a schematic configuration of a route selection system 50v in the third embodiment. In this embodiment, the route selection system 50v differs from the first embodiment in that it does not include a server 200. In addition, the vehicle 100v can travel under autonomous control of the vehicle 100v.

[0049] In this embodiment, the processor 111v of the vehicle control device 110v executes a program PG1 stored in the memory 112v, thereby functioning as a vehicle control unit 115v and a selection unit 116. The vehicle control unit 115v acquires detection results from the external sensor 300 via the access point 400 and generates a driving control signal using the detection results. The vehicle control unit 115v then outputs the generated driving control signal to operate the actuator group 120. As a result, the vehicle control unit 115v drives the vehicle 100v by autonomous control. The selection unit 116 selects a driving route TR along which the vehicle 100v should travel from among multiple driving routes TR, depending on the number of communication devices 130, 205, and 330 connected to each of the multiple access points 400. In this embodiment, in addition to the program PG1, a detection model DM and a reference route RR are pre-stored in the memory 112v.

[0050] FIG. 8 is a flowchart showing the processing procedure for controlling the traveling of the vehicle 100v in the third embodiment. In step S901, the processor 111v of the vehicle control device 110v acquires vehicle position information using the detection results output from the camera, which is the external sensor 300. In step S902, the processor 111v determines a target position to which the vehicle 100v should next head. In step S903, the processor 111v generates a traveling control signal for causing the vehicle 100v to travel toward the determined target position. In step S904, the processor 111v controls the actuator group 120 using the generated traveling control signal, thereby causing the vehicle 100v to travel in accordance with the parameters represented in the traveling control signal. The processor 111v repeatedly acquires vehicle position information, determines the target position, generates the traveling control signal, and controls the actuators at a predetermined cycle. According to the route selection system 50v in this embodiment, the vehicle 100v can be driven by autonomous control of the vehicle 100v without remotely controlling the vehicle 100v using the server 200.

[0051] D. Other Embodiments: (D1) In each of the above embodiments, the external sensor 300 is not limited to a camera and may be, for example, a distance measuring device. The distance measuring device may be, for example, a LiDAR (Light Detection and Ranging). In this case, the detection result output by the external sensor 300 may be three-dimensional point cloud data representing the vehicle 100, 100v. In this case, the server 200 or the vehicle 100, 100v may acquire vehicle position information by template matching using the three-dimensional point cloud data as the detection result and reference point cloud data prepared in advance.

[0052] (D2) In the first and second embodiments, the processes from obtaining vehicle position information to generating a driving control signal are executed by server 200. However, at least a part of the processes from obtaining vehicle position information to generating a driving control signal may be executed by vehicle 100. For example, the following forms (1) to (3) may be used.

[0053] (1) The server 200 may acquire vehicle position information, determine a target position to which the vehicle 100 should next head, and generate a route from the current location of the vehicle 100 indicated in the acquired vehicle position information to the target position. The server 200 may generate a route to a target position between the current location and the destination PL2, or may generate a route to the destination PL2. The server 200 may transmit the generated route to the vehicle 100. The vehicle 100 may generate a driving control signal so that the vehicle 100 drives on the route received from the server 200, and may control the actuator group 120 using the generated driving control signal.

[0054] (2) Server 200 may acquire vehicle position information and transmit the acquired vehicle position information to vehicle 100. Vehicle 100 may determine a target position to which vehicle 100 should next head, generate a route from the current location of vehicle 100 indicated in the received vehicle position information to the target position, generate a driving control signal so that vehicle 100 travels on the generated route, and control actuator group 120 using the generated driving control signal.

[0055] (3) In the above embodiments (1) and (2), the vehicle 100 may be equipped with an internal sensor, and detection results output from the internal sensor may be used for at least one of generating a route and generating a driving control signal. The internal sensor is a sensor equipped in the vehicle 100. The internal sensor may include, for example, a sensor that detects the motion state of the vehicle 100, a sensor that detects the operating state of each part of the vehicle 100, and a sensor that detects the environment around the vehicle 100. Specifically, the internal sensor may include, for example, a camera, LiDAR, millimeter-wave radar, an ultrasonic sensor, a GPS sensor, an acceleration sensor, a gyro sensor, etc. For example, in the above embodiment (1), the server 200 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the route when generating a route. In the above embodiment (1), the vehicle 100 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the driving control signal when generating a driving control signal. In the above embodiment (2), the vehicle 100 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the route when generating a route. In the above embodiment (2), the vehicle 100 may acquire the detection result of the internal sensor, and when generating the driving control signal, may reflect the detection result of the internal sensor in the driving control signal.

[0056] (D3) In the third embodiment, the vehicle 100v may be equipped with an internal sensor, and the detection results output from the internal sensor may be used for at least one of generating a route and generating a driving control signal. For example, the vehicle 100v may acquire the detection results of the internal sensor and, when generating a route, reflect the detection results of the internal sensor in the route. The vehicle 100v may acquire the detection results of the internal sensor and, when generating a driving control signal, reflect the detection results of the internal sensor in the driving control signal.

[0057] (D4) In the third embodiment, the vehicle 100v acquires vehicle position information using the detection results of the external sensor 300. Alternatively, the vehicle 100v may be equipped with an internal sensor. The vehicle 100v may acquire vehicle position information using the detection results of the internal sensor, determine a target location to which the vehicle 100v should next travel, generate a route from the current location of the vehicle 100v represented in the acquired vehicle position information to the target location, generate a driving control signal for traveling along the generated route, and control the actuator group 120 using the generated driving control signal. In this case, the vehicle 100v can travel without using any of the detection results of the external sensor 300. The vehicle 100v may acquire a target arrival time or traffic congestion information from outside the vehicle 100v and reflect the target arrival time or traffic congestion information in at least one of the route and the driving control signal. Furthermore, all of the functional components of the route selection system 50v may be provided in the vehicle 100v. In other words, the processing performed by the route selection system 50v in the present disclosure may be performed solely by the vehicle 100v.

[0058] (D5) In the first and second embodiments, the server 200 automatically generates a driving control signal to be transmitted to the vehicle 100. In contrast, the server 200 may generate a driving control signal to be transmitted to the vehicle 100 in accordance with the operation of an external operator located outside the vehicle 100. For example, the external operator may operate a control device that includes a display that displays an image output from the external sensor 300, a steering wheel for remotely operating the vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with the server 200 via wired or wireless communication, and the server 200 may generate a driving control signal in accordance with the operation applied to the control device.

[0059] (D6) In each of the above embodiments, the vehicle 100, 100v may have a configuration that allows it to travel by unmanned driving, and may be in the form of a platform having the configuration described below, for example. Specifically, the vehicle 100, 100v may have at least a vehicle control device 110, 110v and an actuator group 120 to perform the three functions of "running," "turning," and "stopping" by unmanned driving. When the vehicle 100, 100v acquires information from the outside for unmanned driving, the vehicle 100, 100v may further have a communication device 130. In other words, the vehicle 100, 100v that can travel by unmanned driving may not be equipped with at least some interior parts such as a driver's seat or a dashboard, may not be equipped with at least some exterior parts such as a bumper or a fender, and may not be equipped with a body shell. In this case, the remaining parts, such as the body shell, may be attached to the vehicle 100, 100v before the vehicle 100, 100v is shipped from the factory FC1, FC2, or the remaining parts, such as the body shell, may be attached to the vehicle 100, 100v after the vehicle 100, 100v is shipped from the factory FC1, FC2 without the remaining parts, such as the body shell, being attached to the vehicle 100, 100v. Each part may be attached from any direction, such as the top, bottom, front, rear, right side, or left side of the vehicle 100, 100v, and may be attached from the same direction or from different directions. Note that the position of the platform configuration may also be determined in the same way as for the vehicle 100, 100v in the first embodiment.

[0060] (D7) The vehicle 100, 100v may be manufactured by combining multiple modules. A module refers to a unit composed of one or more parts grouped according to the configuration or function of the vehicle 100, 100v. For example, the platform of the vehicle 100, 100v may be manufactured by combining a front module that forms the front portion of the platform, a central module that forms the center portion of the platform, and a rear module that forms the rear portion of the platform. The number of modules that form the platform is not limited to three, but may be two or less, or four or more. In addition to or instead of the platform, parts of the vehicle 100, 100v that are different from the platform may be modularized. The various modules may include any exterior part such as a bumper or a grille, or any interior part such as a seat or a console. Any type of mobile object, not limited to the vehicle 100, 100v, may be manufactured by combining multiple modules. Such a module may be manufactured, for example, by joining multiple parts using welding or fasteners, or by integrally molding at least a portion of the module into a single part by casting. The molding technique of integrally molding at least a portion of a module as a single component is also called gigacasting or megacasting. By using gigacasting, each part of a moving object that was previously formed by joining multiple components can be formed as a single component. For example, the front module, center module, and rear module described above may be manufactured using gigacasting.

[0061] (D8) Transporting vehicles 100, 100v using unmanned driving of vehicles 100, 100v is also called "self-propelled transport." The configuration for realizing self-propelled transport is also called a "vehicle remote-controlled autonomous transport system." The production method for producing vehicles 100, 100v using self-propelled transport is also called "self-propelled production." In self-propelled production, for example, at factories FC1, FC2 where vehicles 100, 100v are manufactured, at least a portion of the transport of vehicles 100, 100v is realized by self-propelled transport.

[0062] The present disclosure is not limited to the above-described embodiments and can be realized in various configurations without departing from the spirit thereof. For example, the technical features of the embodiments corresponding to the technical features in each aspect described in the Summary of the Invention section can be appropriately replaced or combined to solve some or all of the above-described problems or achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be appropriately deleted. [Explanation of symbols]

[0063] 50, 50a, 50v...route selection system, 100, 100v...vehicle, 110, 110v...vehicle control device, 111, 111v...vehicle control device processor, 112, 112v...vehicle control device memory, 113...vehicle control device input / output interface, 114...vehicle control device internal bus, 115, 115v...vehicle control unit, 116, 211...selection unit, 120...actuator group, 130...vehicle communication device, 200...server, 201...server processor, 202...server memory, 203...server input / output interface, 204...server internal bus, 205...server communication device, 212...remote control unit, 300...external sensor, 330...external sensor communication device, 400-420...access point, 450 ...target access point, 455...non-target access point, 457...allowable access point, 459...non-allowable access point, BP1,BP2...branch point, BR1~BR4...branch route, BR31,BR32,BR41,BR42...partial route, CR1,CR2...merging route, DI...direction of travel, DM...detection model, FC1,FC2...factory, GC...global coordinate system, JP1,JP2...merging point, MR1,MR2...main route, P1...first point, P2...second point, P3...third point, P4...fourth point, PG1,PG2...program, PL1...starting point, PL2...destination, PL31~PL33...refuge area, PP1~PP3...way point, PR1~PR9...backup route, RR...reference route, SR1~SR3...single route, TR...driving route

Claims

1. 1. A route selection system comprising: a mobile body that is capable of moving by unmanned operation and has a communication device; a plurality of access points installed along a plurality of movement paths of the mobile object; a selection unit that selects a travel route along which the moving body should move from among the plurality of travel routes in accordance with the number of communication devices connected to each of the plurality of access points.

2. 2. The route selection system of claim 1, The selection unit selects, from the plurality of travel routes, a travel route on which a target access point is installed, the number of connected devices of which is less than a predetermined threshold.

3. 3. The route selection system according to claim 2, each of the plurality of travel routes is at least one of a main route heading toward a destination and a backup route that deviates from the main route and heads toward a shelter different from the destination, when the travel route on which the target access point is installed exists on the main route in the traveling direction of the moving object, the selection unit selects the travel route on the main route on which the target access point is installed, A route selection system, wherein the selection unit selects the preliminary route when the travel route on which the target access point is installed does not exist on the main route in the travel direction of the moving object.

4. 4. The route selection system according to claim 3, the main route has a plurality of branch routes branching off on the way to the destination, A route selection system in which, when there are multiple branch routes on which the target access points are installed on the main route in the direction of travel of the moving body, the selection unit selects the branch route on which the target access points with the fewer number of connected devices are installed from among the multiple branch routes on which the target access points are installed.

5. 4. The route selection system according to claim 3, the main route has a plurality of branch routes branching off on the way to the destination, A route selection system in which, when there are multiple branch routes on which the target access points are installed on the main route in the direction of travel of the moving body, the selection unit selects, from the multiple branch routes on which the target access points are installed, the branch route on which the access points to which a number of the communication devices expected to be connected that is less than the threshold value are installed.

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