Information processing system, information processing method, and information processing program

Abstract

For vehicles connecting to wireless communication network access points within a designated area, the system appropriately controls the switching of access points depending on the situation. [Solution] The information processing system is applied to a vehicle traveling in a predetermined area where multiple access points are installed. The information processing system acquires information on the radio wave intensity distribution of each of the multiple access points and information on the vehicle's travel route in the predetermined area. The information processing system calculates the risk at a target location on the vehicle's travel route and calculates the access point switching tolerance at the target location based on the radio wave intensity distribution and the risk. The access point switching tolerance decreases as the risk at the target location increases. The information processing system prohibits switching the target access point to which the vehicle is connected at a target location where the access point switching tolerance is below a threshold.

Description

Technical Field

[0001] The present disclosure relates to information processing technology applied to vehicles connected to access points of a wireless communication network.

Background Art

[0002] Patent Document 1 discloses a vehicle driving support system. The vehicle driving support system includes a communication unit that performs wireless communication and a driving control unit that performs automatic driving control based on information acquired via the communication unit.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Consider a vehicle that connects to an access point of a wireless communication network in a predetermined area. The target access point is one of a plurality of access points installed in the predetermined area to which the vehicle connects. When traveling in the predetermined area, the vehicle performs wireless communication while switching the target access point. However, since wireless communication is interrupted for a moment at the timing of switching the target access point, it is desirable to appropriately control the switching of the target access point according to the situation.

Means for Solving the Problems

[0005] A first aspect relates to an information processing system. The information processing system is applied to a vehicle traveling in a predetermined area where a plurality of access points are installed. The information processing system includes one or more processors. The one or more processors are By obtaining information on the signal strength distribution of each of the multiple access points, We obtain area management information that shows the status of a designated area, Information on the vehicle's travel route within a designated area is obtained. Based at least on area management information, the risk at the target location on the travel route is calculated, Based on the radio wave intensity distribution and risk, the tolerance for access point switching at the target location is calculated. At locations where the access point switching tolerance is below the threshold, the vehicle will be prohibited from switching the target access point to which it is connected. It is configured in this way. The tolerance for access point switching at a target location decreases as the risk at that location increases.

[0006] The second perspective concerns information processing methods performed by computers. The information processing method is applied to vehicles traveling within a designated area where multiple access points are installed. Information processing methods are To obtain information on the signal strength distribution of each of multiple access points, To obtain area management information that shows the status of a designated area, To acquire information on the vehicle's travel route within a designated area, At a minimum, the risk at the target location on the travel route is calculated based on area management information, Based on the radio wave intensity distribution and risk, the tolerance for access point switching at the target location is calculated, In locations where the access point switching tolerance is below a threshold, the switching of the target access point to which the vehicle is connected will be prohibited. Includes. The tolerance for access point switching at a target location decreases as the risk at that location increases.

[0007] The third perspective concerns information processing programs executed by computers. The information processing program is applied to vehicles traveling within a designated area where multiple access points are installed. Information processing programs are To obtain information on the signal strength distribution of each of multiple access points, To obtain area management information that shows the status of a designated area, To acquire information on the vehicle's travel route within a designated area, At a minimum, the risk at the target location on the travel route is calculated based on area management information, Based on the radio wave intensity distribution and risk, the tolerance for access point switching at the target location is calculated, In locations where the access point switching tolerance is below a threshold, the switching of the target access point to which the vehicle is connected will be prohibited. Have the computer execute it. The tolerance for access point switching at a target location decreases as the risk at that location increases. [Effects of the Invention]

[0008] According to this disclosure, the tolerance for access point switching at a target location on the vehicle's travel path is calculated by considering not only the radio wave intensity distribution but also the "risk at the target location." The higher the risk at the target location, the lower the tolerance for access point switching. At target locations where the tolerance for access point switching is below a threshold, switching of the target access point is prohibited. Therefore, at high-risk locations, switching of the target access point is suppressed. In other words, momentary interruptions in wireless communication are suppressed at high-risk locations. This is desirable from the viewpoint of vehicle control. [Brief explanation of the drawing]

[0009] [Figure 1] This is a conceptual diagram illustrating an example of vehicle control within a designated area. [Figure 2] This is a conceptual diagram illustrating an example of area management information. [Figure 3]It is a conceptual diagram for explaining an example of an access point and access point management information. [Figure 4] It is a conceptual diagram for explaining an example of switching of a target access point. [Figure 5] It is a conceptual diagram for explaining an outline of an information processing system that executes communication-related processing. [Figure 6] It is a conceptual diagram for explaining an example of a risk. [Figure 7] It is a block diagram showing an example of a functional configuration related to risk calculation processing. [Figure 8] It is a block diagram showing an example of a functional configuration related to communication control processing considering risk. [Figure 9] It is a conceptual diagram showing an example of access point switching tolerance. [Figure 10] It is a block diagram showing an example of a functional configuration related to vehicle control processing considering risk. [Figure 11] It is a block diagram showing an example of a configuration of an in-vehicle system. [Figure 12] It is a block diagram showing an example of a configuration of a management system. [Figure 13] It is a block diagram showing an example of a configuration of an information processing system.

Embodiments for Carrying Out the Invention

[0010] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. Vehicle Control in a Predetermined Area Consider the control of vehicle 1 in a predetermined area AR. Examples of the predetermined area AR include a parking lot, a factory, a site of a facility, one city (smart city), etc. In the predetermined area AR, vehicle 1 is controlled to travel to a set destination. Vehicle 1 may be an autonomous vehicle.

[0012] Figure 1 is a conceptual diagram illustrating an example of vehicle 1 control in a predetermined area AR. In the example shown in Figure 1, the predetermined area AR is a parking lot PL. This parking lot PL provides an automated valet parking (AVP) service. Vehicle 1 is equipped with an automated valet parking function and can drive autonomously at least within the parking lot PL.

[0013] The in-vehicle system 100 is mounted on vehicle 1 and controls vehicle 1. Specifically, the in-vehicle system 100 recognizes the surrounding environment of vehicle 1 using recognition sensors (e.g., cameras) mounted on vehicle 1. The in-vehicle system 100 safely drives vehicle 1 while recognizing the surrounding environment of vehicle 1. Multiple markers M (landmarks) may be placed within the parking lot PL. The markers M are used to guide vehicle 1 within the parking lot PL. For example, the in-vehicle system 100 acquires images of the surrounding environment using a camera and recognizes the markers M based on the images. Then, based on the recognition results of the markers M, the in-vehicle system 100 performs localization processing to estimate the position of vehicle 1 in the parking lot PL with high accuracy. Based on the estimated vehicle position, the in-vehicle system 100 automatically drives vehicle 1 within the parking lot PL.

[0014] The management system 200 is a system that manages the parking area PL (designated area AR) and automated valet parking, and is located outside of the vehicle 1. The management system 200 can communicate with each vehicle 1 within the parking area PL. For example, the management system 200 communicates with each vehicle 1 within the parking area PL via wireless LAN. The management system 200 may also remotely control each vehicle 1 within the parking area PL.

[0015] One or more infrastructure cameras (CAMs) may be installed within the parking area (PL). The infrastructure cameras (CAMs) photograph the parking area (PL) and acquire images showing the conditions of the parking area (PL). The management system 200 communicates with the infrastructure cameras (CAMs) and acquires the images captured by the infrastructure cameras (CAMs). The management system 200 detects vehicle 1 in the images by analyzing them. The management system 200 also estimates the position of vehicle 1 in the images. Furthermore, the management system 200 manages vehicle 1 within the parking area (PL) based on its position. The management system 200 may provide vehicle 1 with its position information. The onboard system 100 of vehicle 1 may automatically drive vehicle 1 within the parking area (PL) based on the position information provided by the management system 200.

[0016] The parking process is as follows: Vehicle 1 stops in the parking area. The management system 200 assigns an available parking space to Vehicle 1. The assigned available parking space becomes the target parking space, or destination, for Vehicle 1 at the time of parking. Furthermore, the management system 200 sets a target trajectory (driving path TP) from the parking area to the target parking space in the parking lot PL. The on-board system 100 acquires information about the target trajectory to the target parking space. The management system 200 issues a parking instruction to the on-board system 100. In response to the parking instruction, the on-board system 100 drives Vehicle 1 to the target parking space according to the target trajectory. In other words, the on-board system 100 controls Vehicle 1 to follow the target trajectory based on the vehicle's position. Then, the on-board system 100 parks Vehicle 1 in the target parking space.

[0017] The vehicle departure process is as follows: When departing, the designated departure area becomes the destination for vehicle 1. The management system 200 sets the target trajectory (driving path TP) from the parking space in the parking lot PL to the departure area. The in-vehicle system 100 acquires information about the target trajectory to the departure area. The management system 200 issues a departure instruction to the in-vehicle system 100. In response to the departure instruction, the in-vehicle system 100 drives vehicle 1 to the departure area according to the target trajectory. In other words, the in-vehicle system 100 controls vehicle 1 to follow the target trajectory based on the vehicle's position. Then, the in-vehicle system 100 stops vehicle 1 in the departure area.

[0018] 2. Management information The management system 200, which manages the designated area AR, stores various types of management information.

[0019] 2-1. Area Management Information The management system 200 holds area management information ARM for managing a predetermined area AR. In particular, the area management information ARM indicates the status of the predetermined area AR. Figure 2 is a conceptual diagram illustrating an example of area management information ARM.

[0020] For example, the area management information ARM may include vehicle management information VCM for managing each vehicle 1 within a predetermined area AR. The vehicle management information VCM includes location information for each vehicle 1 within the predetermined area AR. The management system 200 may communicate with each vehicle 1 and collect location information from each vehicle 1. Alternatively, the management system 200 may acquire images captured by infrastructure cameras CAM installed in the predetermined area AR and estimate the location of each vehicle 1 based on those images.

[0021] Furthermore, the vehicle management information VCM may include a driving route TP assigned to each vehicle 1. The management system 200 can determine the driving route TP assigned to vehicle 1 based on the location information of vehicle 1, the destination, and map information of a predetermined area AR. The management system 200 may also provide the driving route TP information of vehicle 1 to the in-vehicle system 100 of vehicle 1. Note that the driving route TP assigned to vehicle 1 is the "planned driving route" that vehicle 1 is scheduled to travel.

[0022] In the case of the parking lot PL illustrated in Figure 1 above, the management system 200 that manages automated valet parking in the parking lot PL accurately grasps the location information and travel route TP (planned travel route) of all vehicles 1 within the parking lot PL.

[0023] As another example, the area management information ARM may include obstacle information OBS that indicates the location (placement) of obstacle 2 within a predetermined area AR. Obstacle 2 includes stationary objects such as walls, pillars, and poles. The location information of stationary objects within the predetermined area AR is known information. Obstacle 2 may also include vehicle 1. The location information of vehicle 1 within the predetermined area AR is the same as that included in the vehicle management information VCM described above.

[0024] As yet another example, it may include gradient information SLP that indicates the gradient of roads within a predetermined area AR.

[0025] 2-2. Access Point Management Information Figure 3 is a conceptual diagram illustrating the access point AP and access point management information APM installed in a designated area AR. Vehicle 1 (in-vehicle system 100) within the designated area AR communicates with the management system 200 via a wireless communication network. The wireless communication network is a wireless LAN (Local Area Network). For this purpose, multiple access point APs are installed within the designated area AR to connect to the wireless LAN.

[0026] The target access point TAP is one of several access points AP installed in a designated area AR to which vehicle 1 (in-vehicle system 100) connects. Vehicle 1 (in-vehicle system 100) connects to the target access point TAP and communicates with the management system 200 using wireless LAN by wirelessly communicating with the target access point TAP. Vehicle 1 (in-vehicle system 100) may also perform vehicle driving control by exchanging various information with the management system 200. Vehicle 1 (in-vehicle system 100) travels through the designated area AR while switching the target access point TAP to which it connects.

[0027] Figure 4 is a conceptual diagram illustrating an example of switching between target access points (TAP). Figure 4 shows a vehicle 1, its travel route TP, and access points AP1, AP2, and AP3. The radio wave strength distribution is also shown for each of access points AP2 and AP3. The circles around each access point AP represent the radio wave strength distribution, with thicker lines indicating stronger radio wave strength. Vehicle 1 travels along the travel route TP. At position X1 on the travel route TP, vehicle 1 is connected to access point AP1. Subsequently, the radio wave strength of access point AP2 becomes stronger along the travel route TP. At position X2 on the travel route 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. Subsequently, at position X3 on the travel route TP, the radio wave strength of access point AP3 becomes stronger than that of access point AP2. Vehicle 1 switches the target access point TAP from access point AP2 to access point AP3.

[0028] Referring again to Figure 3, the management system 200 that manages the designated area AR holds access point management information APM for managing access points AP within the designated area AR.

[0029] Access point management information (APM) includes a radio wave intensity map (RAD). The radio wave intensity map (RAD) contains information on the radio wave intensity distribution of each of the multiple access points (APs) within a given area (AR). For example, the radio wave intensity map (RAD) shows, for each access point (AP), identification information, installation location within the given area (AR), and radio wave intensity distribution within the given area (AR).

[0030] For example, the Radio Wave Strength Map (RAD) provides a "static" radio wave strength distribution for each access point (AP). The static radio wave strength distribution for an access point is determined based on its installation location and performance. The performance of an access point is defined by its model, radio output capability, radio frequency, etc. Such static radio wave strength distributions can be obtained in advance based on the access point's installation location and performance. Once a Radio Wave Strength Map (RAD) is created, the same RAD can be used continuously. However, if an access point (AP) is replaced, the RAD will be updated.

[0031] As another example, the radio wave intensity map (RAD) may provide a "dynamic" radio wave intensity distribution for each access point (AP). More specifically, the radio wave intensity distribution can also dynamically change depending on the distribution of moving objects (e.g., vehicle 1) within a predetermined area (AR). Therefore, the management system 200 may calculate the dynamic radio wave intensity distribution for each access point (AP) in real time, taking into account the distribution of moving objects within the predetermined area (AR). In other words, the management system 200 may calculate the dynamic radio wave intensity distribution for an access point (AP) in real time based on the distribution of moving objects within the predetermined area (AR), in addition to the installation location and performance of the access point (AP). For example, the location information of each vehicle 1 within the predetermined area (AR) can be obtained from the vehicle management information (VCM) mentioned above. In particular, in the case of the parking lot (PL) exemplified in Figure 1 above, the management system 200 that manages 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 radio wave intensity distribution for each access point (AP) in real time.

[0032] Access point management information (APM) may include the number of simultaneous connections (NSC) 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) and obtains information on the number of simultaneous connections (NSC) from each access point (AP) in real time. The management system 200 manages the information on the number of simultaneous connections (NSC) collected from each access point (AP).

[0033] 3. Information Processing Systems According to this embodiment, various processes related to communication using an access point AP are executed. Processes related to communication using an access point AP are hereinafter referred to as "communication-related processes".

[0034] Figure 5 is a conceptual diagram illustrating the overview of an information processing system 300 that performs communication-related processing. The information processing system 300 is applied to vehicle 1. "Applied to vehicle 1" means that the results of the communication-related processing performed by the information processing system 300 must be reflected in vehicle 1 at least. For example, the information processing system 300 is included in the in-vehicle system 100. As another example, the information processing system 300 may be included in a management system 200 that can communicate 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 be a separate system that can communicate 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.

[0035] The information processing system 300 obtains vehicle information VCL related to vehicle 1 from the vehicle's in-vehicle system 100. For example, the vehicle information VCL includes the position and speed of vehicle 1. The vehicle information VCL may also include the acceleration (longitudinal acceleration, lateral acceleration), steering angle, etc. of vehicle 1. The information processing system 300 also obtains area management information ARM and access point management information APM from the management system 200. The information processing system 300 performs communication-related processing based on this information. The information processing system 300 then shares the results of the communication-related processing with the vehicle's in-vehicle system 100.

[0036] One example of communication-related processing is "communication control processing," which appropriately controls the switching of target access points (TAPs). As described above, when traveling through a predetermined area (AR), vehicle 1 performs wireless communication while switching target access points (TAPs). However, since wireless communication is momentarily interrupted when switching target access points (TAPs), it is desirable to appropriately control the switching of target access points (TAPs) depending on the situation. For example, communication control processing suppresses the switching of target access points (TAPs) in high-risk locations, thereby suppressing momentary interruptions in wireless communication in high-risk locations. It can also be said that the information processing system 300 is equipped with a "communication control function" that appropriately controls the switching of target access points (TAPs) from a risk perspective. An information processing system 300 equipped with such a communication control function can also be called a "communication control system."

[0037] Another example of communication-related processing is facilitating the switching of the target access point TAP in locations with weak radio signal strength. To this end, communication-related processing may include "vehicle control processing" that pre-controls vehicle 1 to reduce the risk in locations with weak radio signal strength. It can also be said that the information processing system 300 has a "vehicle control function" that appropriately controls vehicle 1 from a risk perspective. An information processing system 300 that has such a vehicle control function can also be called a "vehicle control system".

[0038] The following provides a more detailed explanation of the communication-related processing performed by the information processing system 300.

[0039] 3-1. Risk Calculation Process Vehicle 1 travels along the travel path TP. The risk RSK is calculated for each target location on the travel path TP. For example, the target location on the travel path TP is the current location of vehicle 1. In this case, the risk RSK at the current location is calculated in real time. As another example, the target location on the travel path TP may be the future location of vehicle 1. In this case, the risk RSK at the future location is calculated in advance.

[0040] Figure 6 is a conceptual diagram illustrating examples of risk RSK. For example, as the margin (shortest distance) between vehicle 1 at the target location and obstacle 2 surrounding the target location decreases, the risk RSK at the target location increases. As another example, as the TTC (Time To Collision) between vehicle 1 at the target location and obstacle 2 surrounding the target location decreases, the risk RSK at the target location increases. As yet another example, if the target location lies on the planned travel path TPX of another vehicle 1X, the risk RSK at the target location increases.

[0041] Figure 7 is a block diagram showing an example of a functional configuration related to the risk calculation process. The information processing system 300 includes a risk calculation unit 310 that performs the risk calculation process. The risk calculation unit 310 acquires area management information ARM, vehicle information VCL, and information on the vehicle 1's travel route TP. The area management information ARM is obtained from the management system 200. The vehicle 1's travel route TP is also set by the management system 200 and obtained from the management system 200. The vehicle information VCL is obtained from the vehicle 1's in-vehicle system 100. Based on this information, the risk calculation unit 310 calculates the risk RSK at the target location on the vehicle 1's travel route TP.

[0042] For example, the risk calculation unit 310 calculates the margin (shortest distance) between the vehicle 1 at the target location and the obstacles 2 surrounding the target location. The area management information ARM includes obstacle information OBS that indicates the location (arrangement) of obstacles 2 within a predetermined area AR. Therefore, the risk calculation unit 310 can calculate the margin based on the target location and the obstacle information OBS. Then, the risk calculation unit 310 calculates the risk RSK at the target location based on the margin. Specifically, as the margin (shortest distance) decreases, the risk RSK at the target location increases.

[0043] As another example, the risk calculation unit 310 may calculate the TTC (Time To Collision) between the vehicle 1 at the target location and the obstacles 2 surrounding the target location. The area management information ARM includes obstacle information OBS, which indicates the location (arrangement) of obstacles 2 within a predetermined area AR. The vehicle information VCL includes the position and speed of the vehicle 1. The vehicle information VCL may also include the acceleration of the vehicle 1. Therefore, the risk calculation unit 310 can calculate the TTC based on the vehicle information VCL and the obstacle information OBS. In calculating the TTC, the road gradient indicated by the gradient information SLP included in the area management information ARM may be taken into consideration. Then, the risk calculation unit 310 calculates the risk RSK at the target location based on the TTC. Specifically, as the TTC (Time To Collision) decreases, the risk RSK at the target location increases.

[0044] As yet another example, the risk calculation unit 310 may determine whether the target location is on the planned driving route TPX of another vehicle 1X. The area management information ARM includes vehicle management information VCM that indicates the planned driving route of each vehicle 1 (including other vehicle 1X) within a predetermined area AR. Therefore, the risk calculation unit 310 can determine whether the target location is on the planned driving route TPX of another vehicle 1X based on the target location and the vehicle management information VCM. The risk calculation unit 310 then sets the risk RSK for the case where the target location is on the planned driving route TPX of another vehicle 1X higher than the risk RSK for the case where the target location is not on the planned driving route TPX of another vehicle 1X.

[0045] 3-2. Communication control processing Figure 8 is a block diagram showing an example of a functional configuration related to communication control processing that takes risk RSK into consideration. The information processing system 300 includes a tolerance calculation unit 320 and an access point switching control unit 330.

[0046] The tolerance calculation unit 320 calculates the access point switching tolerance PER at the target location. The access point switching tolerance PER is the tolerance for switching the target access point TAP. The access point switching tolerance PER is used to determine whether or not it is permissible to switch the target access point TAP at the target location.

[0047] More specifically, the tolerance calculation unit 320 acquires the radio wave intensity map RAD, the risk RSK at the target location, and information on the vehicle 1's travel route TP. The radio wave intensity map RAD includes the radio wave intensity distribution of each access point AP within a predetermined area AR. This radio wave intensity map RAD is included in the access point management information APM and is obtained from the management system 200. Information on the vehicle 1's travel route TP is also obtained from the management system 200. The risk RSK at the target location is obtained from the risk calculation unit 310 mentioned above. Based on this information, the tolerance calculation unit 320 calculates the access point switching tolerance PER at the target location on the vehicle 1's travel route TP.

[0048] For example, the access point switching tolerance PER includes the first tolerance PER1 and the second tolerance PER2. In other words, the access point switching tolerance PER is the sum of the first tolerance PER1 and the second tolerance PER2 (PER = PER1 + PER2).

[0049] The first tolerance level, PER1, is expressed as a function (f) of the signal strength of the target access point TAP at the target location. The weaker the signal strength of the target access point TAP at the target location, the higher the first tolerance level, PER1. Conversely, the stronger the signal strength of the target access point TAP at the target location, the lower the first tolerance level, PER1.

[0050] The second tolerance level, PER2, is expressed as a function (g) of the risk level (RSK) at the target location. The lower the risk level (RSK) at the target location, the higher the second tolerance level, PER2. Conversely, the higher the risk level (RSK) at the target location, the lower the second tolerance level, PER2.

[0051] The weighting coefficients α and β define the weights for the first tolerance level PER1 and the second tolerance level PER2, respectively. For example, the weighting coefficients α and β are set such that the relationships α + β = 1, 0 < α < 1, and 0 < β < 1 hold. The values ​​set for the weighting coefficients α and β are arbitrary. When radio wave intensity is emphasized, the weighting coefficient α is set to be relatively large. On the other hand, when risk is emphasized, the weighting coefficient β is set to be relatively large.

[0052] Figure 9 shows an example of the access point switching tolerance (PER). As the signal strength decreases, the first tolerance (PER1) increases in stages. Conversely, as the signal strength increases, the first tolerance (PER1) decreases in stages. Also, as the risk (RSK) decreases, the second tolerance (PER2) increases in stages. Conversely, as the risk (RSK) increases, the second tolerance (PER2) decreases in stages.

[0053] The access point switching control unit 330 controls the switching of the target access point TAP according to the access point switching tolerance PER. For example, the access point switching control unit 330 permits the switching of the target access point TAP at target locations where the access point switching tolerance PER is equal to or greater than a threshold. On the other hand, the access point switching control unit 330 prohibits the switching of the target access point TAP at target locations where the access point switching tolerance PER is less than a threshold. For example, in the example shown in Figure 9, the threshold is 50.

[0054] As described above, according to this embodiment, the access point switching tolerance PER at a target location on the vehicle's travel path TP is calculated considering not only the radio wave intensity distribution but also the "risk RSK at the target location". The higher the risk RSK at the target location, the lower the access point switching tolerance PER becomes. At target locations where the access point switching tolerance PER is below the threshold, switching of the target access point TAP is prohibited. Therefore, at locations with a high risk RSK, switching of the target access point TAP is suppressed. In other words, at locations with a high risk RSK, momentary interruptions in wireless communication are suppressed. This is desirable from the viewpoint of vehicle control.

[0055] 3-3. Vehicle control processing In locations with weak signal strength, it is desirable to facilitate the switching of the target access point (TAP). Therefore, actively reducing the risk (RSK) in locations with weak signal strength is a viable approach.

[0056] Figure 10 is a block diagram showing an example of a functional configuration related to vehicle control processing considering risk RSK. The information processing system 300 includes a vehicle control unit 340. The vehicle control unit 340 acquires information on the radio wave intensity map RAD and the vehicle 1's travel route TP. The radio wave intensity map RAD includes the radio wave intensity distribution of each access point AP within a predetermined area AR. This radio wave intensity map RAD is included in the access point management information APM and is obtained from the management system 200. Information on the vehicle 1's travel route TP is also obtained from the management system 200.

[0057] The first position is the future position of vehicle 1 on the travel path TP. For example, the first position is a position one distance ahead of vehicle 1's current position. The first distance is, for example, a constant distance. As another example, the first distance may be the distance vehicle 1 travels in one hour. The first hour is, for example, a few seconds.

[0058] The vehicle control unit 340 obtains the radio wave strength of the target access point TAP at the first position from the radio wave strength map RAD. Furthermore, the vehicle control unit 340 compares the radio wave strength of the target access point TAP at the first position with a first threshold. The first threshold is a threshold used to determine if the radio wave strength is weak. If the radio wave strength of the target access point TAP at the first position is less than the first threshold, the vehicle control unit 340 decelerates vehicle 1 before reaching the first position. This reduces the risk RSK at the first position, particularly the risk RSK related to TTC. As a result, the access point switching tolerance PER at the first position increases, and it is expected that the target access point TAP will be switched. In this way, vehicle control processing that takes risk RSK into consideration promotes the switching of the target access point TAP at positions with weak radio wave strength.

[0059] The second threshold is a threshold used to determine if the radio wave strength is sufficiently strong, and is greater than the first threshold mentioned above. If the radio wave strength of the target access point TAP at the first position is equal to or greater than the second threshold, the vehicle control unit 340 may slightly increase the speed of vehicle 1 before reaching the first position. This is because, at a position where the radio wave strength is sufficiently strong, no switching of the target access point TAP occurs, no momentary interruption of wireless communication occurs, and the risk can be dealt with with ample margin. Increasing the speed of vehicle 1 shortens the time it takes to reach the destination.

[0060] 4. Example Configuration 4-1. Example of an in-vehicle system configuration Figure 11 is a block diagram showing an example configuration of the in-vehicle system 100 according to this embodiment. The in-vehicle system 100 includes a communication device 110, a sensor group 120, a driving device 130, and a control device 150.

[0061] 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.

[0062] The sensor group 120 includes a recognition sensor 121, a vehicle condition sensor 122, etc. The recognition sensor 121 is used to recognize (detect) the surrounding conditions of the vehicle 1. Examples of recognition sensors 121 include a camera, LiDAR (Laser Imaging Detection and Ranging), radar, etc. The vehicle condition sensor 122 includes a speed sensor, acceleration sensor, yaw rate sensor, steering angle sensor, etc.

[0063] The running gear 130 includes a steering gear, a drive gear, and a braking gear. The steering gear steers the wheels. For example, the steering gear includes an electric power steering (EPS) system. The drive gear is a power source that generates driving force. Examples of drive gears include an engine, an electric motor, an in-wheel motor, etc. The braking gear generates braking force.

[0064] The control device 150 is a computer that controls the vehicle 1. The control device 150 includes one or more processors 151 (hereinafter simply referred to as processor 151) and one or more storage devices 152 (hereinafter simply referred to as storage devices 152). The processor 151 performs various processes. Examples of processors 151 include general-purpose processors, application-specific 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 can also be called a processing circuitry. The storage devices 152 store various information. Examples of storage devices 152 include volatile memory, non-volatile memory, HDDs (Hard Disk Drives), SSDs (Solid State Drives), etc.

[0065] The vehicle control program 160 is a computer program for controlling vehicle 1. The functions of the control device 150 may be realized through the cooperation of a processor 151 that executes the vehicle control program 160 and a storage device 152. The vehicle control program 160 is stored in the storage device 152. Alternatively, the vehicle control program 160 may be recorded on a computer-readable recording medium.

[0066] The control device 150 performs vehicle driving control to control the movement of vehicle 1. 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, braking device).

[0067] The control device 150 acquires various types of information. This information is stored in the storage device 152.

[0068] The surrounding environment information 171 shows the recognition results from the recognition sensor 121. The surrounding environment information 171 may also include object information about objects recognized by the recognition sensor 121. Examples of objects around vehicle 1 include obstacles, white lines, marker M, etc. Examples of obstacles include walls, pillars, other vehicles, etc. The object information shows the relative position and relative velocity of the object with respect to vehicle 1.

[0069] Vehicle status information 172 indicates the vehicle status detected by the vehicle status sensor 122. Examples of vehicle status include speed, acceleration, yaw rate, steering angle, etc.

[0070] Map information 173 is map information of a predetermined area AR on which vehicle 1 travels. Map information 173 shows the arrangement of roads within the predetermined area AR. Map information 173 also shows the arrangement of stationary obstacles (e.g., walls, pillars) within the predetermined area AR. Furthermore, map information 173 shows the arrangement of markers M within the predetermined area AR. For example, map information 173 is provided by a management system 200 that manages the predetermined area AR. The control device 150 acquires map information 173 from the management system 200 via the communication device 110.

[0071] Location information 174 indicates the current position of vehicle 1 in a predetermined area AR. For example, the control device 150 obtains highly accurate location information 174 through localization. Specifically, the control device 150 calculates the approximate position of vehicle 1 in the predetermined area AR based on vehicle state information 172 (steering angle and speed). The control device 150 also recognizes markers M around vehicle 1 using the recognition sensor 121. The control device 150 also obtains information on the placement of markers M around vehicle 1 from map information 173. The control device 150 corrects the position of vehicle 1 by matching the recognition results of markers M with their placement. This results in highly accurate location information 174.

[0072] Alternatively, the location information 174 of vehicle 1 may be estimated by the management system 200 based on images captured by the infrastructure camera CAM. In this case, the control device 150 may obtain the location information 174 from the management system 200 via the communication device 110.

[0073] Furthermore, the vehicle information VCL shown in Figures 5 and 7 above includes vehicle status information 172 and location information 174.

[0074] Furthermore, the control device 150 acquires information on the travel route TP in a predetermined area AR. For example, the travel route TP is determined by the management system 200, and the control device 150 acquires information on the travel route TP from the management system 200 via the communication device 110. In another example, the control device 150 may determine the travel route TP based on map information 173 and location information 174. Then, based on the location information 174, the control device 150 performs vehicle driving control so that the vehicle 1 travels according to the travel route TP.

[0075] 4-2. Example of a Management System Configuration Figure 12 is a block diagram showing 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 simply referred to as processor 220), and one or more storage devices 230 (hereinafter simply referred to as storage devices 230).

[0076] The communication device 210 communicates with the in-vehicle system 100 of each vehicle 1. The communication device 210 may also communicate with infrastructure cameras CAM installed in a predetermined area AR. The communication device 210 may also communicate with access points AP installed in a predetermined area AR.

[0077] The processor 220 performs various processes. Examples of the processor 220 include general-purpose processors, application-specific processors, CPUs, GPUs, ASICs, FPGAs, integrated circuits, and / or combinations thereof. The processor 220 can also be called processing circuitry. The storage device 230 stores various information. Examples of storage devices 230 include volatile memory, non-volatile memory, HDDs, SSDs, etc.

[0078] The management program 240 is a computer program for managing a predetermined area AR. The functions of the management system 200 may be realized through the cooperation of the processor 220 that executes the management program 240 and the storage device 230. The management program 240 is stored in the storage device 230. The management program 240 may be recorded on a computer-readable recording medium.

[0079] The storage device 230 stores map information 250 for a predetermined area AR. The map information 250 is the same as the map information 173 described above. The processor 220 may provide the map information 250 to the in-vehicle system 100 via the communication device 210.

[0080] Furthermore, the storage device 230 stores management information 260 for managing a predetermined area AR. For example, if the predetermined area AR is a parking lot PL, the management information 260 indicates the usage status (availability) of parking spaces within the parking lot PL. Based on the management information 260, the processor 220 can assign an available parking space (destination) to the vehicle 1.

[0081] Furthermore, the management information 260 includes the area management information ARM shown in Figure 2. The area management information ARM may also include vehicle management information VCM, obstacle information OBS, gradient information SLP, etc.

[0082] The vehicle management information VCM includes location information 174 for each vehicle 1 within a predetermined area AR. The processor 220 may communicate with each vehicle 1 via the communication device 210 and collect location information 174 from each vehicle 1. Alternatively, the processor 220 may acquire images captured by infrastructure cameras CAM installed in the predetermined area AR and estimate the location of each vehicle 1 based on those images.

[0083] The vehicle management information VCM may include a travel route TP assigned to each vehicle 1. The processor 220 can determine the travel route TP assigned to each vehicle 1 based on the location information 174, destination, and map information 250 of the vehicle 1. The processor 220 may provide the travel route TP information to the in-vehicle system 100 of the vehicle 1 via the communication device 210.

[0084] Obstacle information (OBS) is obtained from map information (250) and vehicle management information (VCM).

[0085] Furthermore, the management information 260 includes the access point management information APM shown in Figure 3. The access point management information APM includes the radio wave strength map RAD (see Figure 3). The radio wave strength map RAD includes information on the radio wave strength distribution of each of the multiple access points AP within a predetermined area AR. As described above, the radio wave strength distribution information may be static or dynamic. The vehicle management information VCM 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 strength distribution can be calculated in real time for each access point AP.

[0086] 4-3. Example of an Information Processing System Configuration The information processing system 300 is applied to the vehicle 1 and performs communication-related processing. For example, the information processing system 300 is included in the in-vehicle system 100. As another example, the information processing system 300 may be included in the management system 200. 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 be a separate system that can communicate 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.

[0087] Figure 13 is a block diagram showing an example configuration of an information processing system 300 according to this embodiment. The information processing system 300 includes a communication device 301, one or more processors 302 (hereinafter simply referred to as processor 302), and one or more storage devices 303 (hereinafter simply referred to as storage devices 303).

[0088] The communication device 301 communicates with the outside of the information processing system 300. The communication device 301 may be included in the communication device 110 of the in-vehicle system 100. The communication device 301 may be included in the communication device 210 of the management system 200.

[0089] The processor 302 performs various processes. Examples of the processor 302 include general-purpose processors, application-specific processors, CPUs, GPUs, ASICs, FPGAs, integrated circuits, and / or combinations thereof. The processor 302 can also be called processing circuitry. The processor 302 may be included in the processor 151 of the in-vehicle system 100. The processor 302 may be included in the processor 220 of the management system 200.

[0090] The storage device 303 stores various types of information. Examples of storage devices 303 include volatile memory, non-volatile memory, HDD, SSD, etc. The storage device 303 may be included in the storage device 152 of the in-vehicle system 100. The storage device 303 may be included in the storage device 230 of the management system 200.

[0091] The information processing program 304 is a computer program for performing information processing. The information processing program 304 can also be called a communication control program that performs communication control processing. The information processing program 304 can also be called a route determination program that performs route determination processing. The functions of the information processing system 300 may be realized through the cooperation of the processor 302 that executes the information processing program 304 and the storage device 303. The information processing program 304 is stored in the storage device 303. The information processing program 304 may be recorded on a computer-readable recording medium.

[0092] The processor 302 obtains area management information ARM and access point management information APM from the management system 200. The processor 302 also obtains travel route TP information from the management system 200. Furthermore, the processor 302 obtains vehicle information VCL from the in-vehicle system 100. The obtained information is stored in the storage device 303. Based on the obtained information, the processor 302 executes the communication-related processing described in Section 3 above. [Explanation of Symbols]

[0093] 100 In-vehicle systems 200 Management Systems 300 Information Processing Systems AP Access Point APM Access Point Management Information ARM Area Management Information RAD signal strength map RSK Risk VCL Vehicle Information

Claims

1. An information processing system applied to a vehicle traveling in a predetermined area where multiple access points are installed, Equipped with one or more processors, The one or more processors described above are: Information on the radio wave intensity distribution of each of the aforementioned multiple access points is obtained, Area management information indicating the status of the aforementioned predetermined area is acquired, Information on the vehicle's travel route in the predetermined area is acquired. Based at least the area management information, the risk at the target location on the travel route is calculated, Based on the aforementioned radio wave intensity distribution and the aforementioned risk, the tolerance for access point switching at the target location is calculated. At the target location where the access point switching tolerance is below a threshold, the switching of the target access point to which the vehicle is connected is prohibited. It is configured in such a way, The tolerance for access point switching at the target location decreases as the risk at the target location increases. Information processing system.

2. The information processing system according to claim 1, The area management information includes obstacle information indicating the location of obstacles within the predetermined area. The one or more processors are further configured to calculate the margin between the vehicle at the target location and the obstacles surrounding the target location. The risk at the target location increases as the margin at the target location decreases. Information processing system.

3. The information processing system according to claim 1, The area management information includes information on the planned travel routes of other vehicles within the predetermined area. The risk when the target location is on the planned travel route is higher than the risk when the target location is not on the planned travel route. Information processing system.

4. The information processing system according to claim 1, The area management information includes obstacle information indicating the location of obstacles within the predetermined area. The one or more processors further include: Vehicle information including at least the position and speed of the vehicle is acquired. Based on the aforementioned obstacle information and vehicle information, the TTC (Time To Collision) between the vehicle at the target location and the obstacles surrounding the target location is calculated. It is configured in such a way, The risk at the target location increases as the TTC at the target location decreases. Information processing system.

5. The information processing system according to claim 4, The first position is the future position of the vehicle on the aforementioned travel path. The one or more processors are configured to decelerate the vehicle before reaching the first location if the radio wave intensity of the target access point at the first location is less than a first threshold. Information processing system.

6. An information processing system according to any one of claims 1 to 5, The aforementioned designated area is a parking lot. The aforementioned vehicle is equipped with an automatic valet parking function. Information processing system.

7. An information processing method applicable to a vehicle traveling in a predetermined area where multiple access points are installed, The aforementioned information processing method is performed by a computer. To obtain information on the radio wave intensity distribution of each of the aforementioned multiple access points, To acquire area management information indicating the status of the aforementioned predetermined area, To acquire information on the vehicle's travel route within the predetermined area, At least based on the area management information, the risk at the target location on the travel route is calculated, Based on the aforementioned radio wave intensity distribution and the aforementioned risk, the tolerance for access point switching at the target location is calculated. In the target location where the access point switching tolerance is below a threshold, the switching of the target access point to which the vehicle is connected is prohibited. Includes, The tolerance for access point switching at the target location decreases as the risk at the target location increases. Information processing methods.

8. An information processing program applied to a vehicle traveling in a predetermined area where multiple access points are installed, The aforementioned information processing program is executed by a computer. To obtain information on the radio wave intensity distribution of each of the aforementioned multiple access points, To acquire area management information indicating the status of the aforementioned predetermined area, To acquire information on the vehicle's travel route within the predetermined area, At least based on the area management information, the risk at the target location on the travel route is calculated, Based on the aforementioned radio wave intensity distribution and the aforementioned risk, the tolerance for access point switching at the target location is calculated. In the target location where the access point switching tolerance is below a threshold, the switching of the target access point to which the vehicle is connected is prohibited. The computer is made to execute the above, The tolerance for access point switching at the target location decreases as the risk at the target location increases. Information processing program.

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