Communication control system, communication control method, and communication control program

Abstract

To suppress the deterioration of communication stability for vehicles that connect to wireless communication network access points in a designated area. [Solution] The communication control system is applied to a vehicle traveling in a predetermined area where multiple access points are installed. The communication control system acquires information on the radio wave strength distribution and the number of simultaneous connections for each of the multiple access points and calculates a score for each access point at a target location on the vehicle's travel path. The score for each access point includes a first score and a third score. The first score increases as the radio wave strength at the target location increases. The third score increases as the number of simultaneous connections decreases. Based on the score of each access point, the communication control system selects a target access point for the vehicle to connect to at the target location from among the multiple access points.

Description

Technical Field

[0005] , , , ,

[0001] The present disclosure relates to communication control technology applied to vehicles connected to an access point 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, if the number of simultaneous connections to the target access point is large, there is a risk that the communication stability will decrease.

Means for Solving the Problems

[0005] A first aspect relates to a communication control system. The communication control system is applied to a vehicle traveling in a predetermined area where a plurality of access points are installed. The communication control system includes one or more processors. The one or more processors acquire information on the radio wave intensity distribution and the number of simultaneous connections of each of the plurality of access points, Information on the vehicle's travel route within a designated area is obtained. Based on the radio wave intensity distribution and the number of simultaneous connections, the score of each access point at the target location along the travel route is calculated. Based on the score of each access point, the system selects the target access point to which the vehicle at the target location will connect from among multiple access points. It is configured in this way. Each access point's score includes at least a first score and a third score. The first score increases as the radio wave intensity at the target location increases. The third score increases as the number of simultaneous connections decreases.

[0006] The second aspect concerns communication control methods performed by computers. The communication control method is applied to vehicles traveling in a designated area where multiple access points are installed. The communication control method is, To obtain information on the signal strength distribution and the number of simultaneous connections for each of multiple access points, To acquire information on the vehicle's travel route within a designated area, Based on the radio wave intensity distribution and the number of simultaneous connections, the score of each access point at the target location along the travel route is calculated, Based on the score of each access point, the system selects the target access point to which the vehicle will connect at the target location from among multiple access points. Includes. Each access point's score includes at least a first score and a third score. The first score increases as the radio wave intensity at the target location increases. The third score increases as the number of simultaneous connections decreases.

[0007] The third perspective concerns communication control programs executed by computers. The communication control program is applied to vehicles traveling within a designated area where multiple access points are installed. The communication control program is To obtain information on the signal strength distribution and the number of simultaneous connections for each of multiple access points, To acquire information on the vehicle's travel route within a designated area, Based on the radio wave intensity distribution and the number of simultaneous connections, the score of each access point at the target location along the travel route is calculated, Based on the score of each access point, the system selects the target access point to which the vehicle will connect at the target location from among multiple access points. Have the computer execute it. Each access point's score includes at least a first score and a third score. The first score increases as the radio wave intensity at the target location increases. The third score increases as the number of simultaneous connections decreases. [Effects of the Invention]

[0008] According to this disclosure, the score for each access point at the target location is calculated by considering not only the "radio wave strength at the target location" but also the "number of simultaneous connections." The lower the number of simultaneous connections, the higher the score. Based on the scores calculated in this way, the target access point is selected. This makes it more likely that an access point with a low number of simultaneous connections will be selected as the target access point. As a result, the deterioration of communication stability is suppressed. [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 the access points to be installed in a designated area. [Figure 3] This is a conceptual diagram illustrating the overview of an information processing system that performs communication-related processing. [Figure 4] It is a conceptual diagram for explaining the outline of the communication control function of an information processing system (communication control system). [Figure 5] It is a conceptual diagram for explaining the outline of the route determination function of an information processing system (route determination system). [Figure 6] It is a conceptual diagram for explaining the first example of communication-related processing. [Figure 7] It is a block diagram showing a functional configuration example related to the first example of communication-related processing. [Figure 8] It is a conceptual diagram for explaining the second example of communication-related processing. [Figure 9] It is a conceptual diagram for explaining an example of upward trend continuity in the second example of communication-related processing. [Figure 10] It is a block diagram showing a functional configuration example related to the second example of communication-related processing. [Figure 11] It is a conceptual diagram for explaining a comparative example. [Figure 12] It is a conceptual diagram for explaining the third example of communication-related processing. [Figure 13] It is a block diagram showing a functional configuration example related to the third example of communication-related processing. [Figure 14] It is a block diagram showing a functional configuration example related to the fourth example of communication-related processing. [Figure 15] It is a block diagram showing a functional configuration example related to the fifth example of communication-related processing. [Figure 16] It is a block diagram showing a functional configuration example related to the sixth example of communication-related processing. [Figure 17] It is a block diagram showing a functional configuration example related to the seventh example of communication-related processing. [Figure 18] It is a block diagram showing a configuration example of an in-vehicle system. [Figure 19] It is a block diagram showing a configuration example of a management system. [Figure 20] It is a block diagram showing a configuration example of an information processing system.

Mode for Carrying Out the Invention

[0010] Embodiments of this disclosure will be described with reference to the attached drawings.

[0011] 1. Vehicle control in a designated area Let's consider the control of Vehicle 1 in a designated area of ​​augmented reality (AR). Examples of a designated area of ​​AR include a parking lot, a factory, a facility site, or a small city (smart city). In the designated area of ​​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. Access points and communication-related processing in a designated area. Figure 2 is a conceptual diagram illustrating the access point APs 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.

[0019] 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.

[0020] The management system 200, which manages a designated area AR, holds access point management information AMN for managing access points AP within the designated area AR.

[0021] The access point management information (AMN) 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), its identification information, its installation location within the given area (AR), and its radio wave intensity distribution within the given area (AR).

[0022] 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.

[0023] 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., other vehicles) 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). 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.

[0024] The access point management information AMN may include the number of simultaneous connections (NSC) for each of the multiple access point 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.

[0025] According to this embodiment, various processes related to communication using the access point AP are executed based on the access point management information AMN described above. The processes related to communication using the access point AP are hereinafter referred to as "communication-related processes".

[0026] Figure 3 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. The information processing system 300 obtains access point management information AMN from the management system 200. Furthermore, the information processing system 300 performs communication-related processing based on the access point management information AMN. The information processing system 300 then shares the results of communication-related processing with the in-vehicle system 100.

[0027] One example of communication-related processing is "communication control processing," which controls communication by selecting an appropriate target access point (TAP) from a communication perspective. In other words, the information processing system 300 is equipped with a "communication control function" that controls communication by selecting an appropriate target access point (TAP) from a communication perspective. An information processing system 300 equipped with such a communication control function can also be called a "communication control system."

[0028] Figure 4 is a conceptual diagram illustrating the overview of the communication control function of the information processing system 300 (communication control system). Multiple access points AP are installed in a predetermined area AR. A travel route TP for vehicle 1 in the predetermined area AR is also provided. The travel route TP is set, for example, by the management system 200. The communication control function selects a target access point TAP that vehicle 1 should connect to at a target location on the travel route TP from among the multiple access points AP. For example, the target location on the travel route TP is the current location of vehicle 1. In this case, the communication control function selects the target access point TAP that vehicle 1 should connect to in real time. As another example, the target location on the travel route TP may be any location. In this case, the target access point TAP that vehicle 1 should connect to on the travel route TP can be planned in advance.

[0029] Another example of communication-related processing is "route determination processing," which determines an appropriate travel route TP from a communication perspective. In other words, the information processing system 300 is equipped with a "route determination function" that determines an appropriate travel route TP from a communication perspective. An information processing system 300 equipped with such a route determination function can also be called a "route determination system."

[0030] Figure 5 is a conceptual diagram illustrating the overview of the route determination function of the information processing system 300 (route determination system). Multiple access points (APs) are installed in a predetermined area AR. In addition, candidate route points (TPCs) are provided, which are candidates for the route TP of vehicle 1 in the predetermined area AR. In particular, multiple candidate route points (TPCs) are provided. Multiple candidate route points (TPCs) are set, for example, by the management system 200. If there are many candidate route points (TPCs) to the destination, only candidate route points (TPCs) whose distance to the destination is less than a threshold may be pre-selected. The route determination function determines (selects) an appropriate route TP from among the multiple candidate route points (TPCs) from a communication perspective.

[0031] 3. Various examples of communication-related processing The following describes in detail various examples of communication-related processing by the information processing system 300 according to this embodiment. Examples 1 to 4 are examples of communication control processing by the communication control system shown in Figure 4. Examples 5 to 7 are examples of route determination processing by the route determination system shown in Figure 5.

[0032] 3-1. Example 1 Figure 6 is a conceptual diagram illustrating the first example of communication-related processing. Figure 6 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.

[0033] Vehicle 1 travels along the travel path TP. At position X1 on the travel path TP, vehicle 1 is connected to access point AP1. Subsequently, the signal strength of access point AP2 becomes stronger on the travel path TP. At position X2 on the travel path TP, vehicle 1 switches the target access point TAP from access point AP1 to access point AP2. At position X2, the signal strength of access point AP2 is stronger than that of access point AP3. Subsequently, at position X3 on the travel path TP, the signal 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. In this way, in the first example, the target access point TAP is selected considering the signal strength.

[0034] Figure 7 is a block diagram showing an example of the functional configuration for a first example of communication-related processing. The information processing system 300 (communication control system) includes a score calculation unit 310 and an access point selection unit 315.

[0035] The score calculation unit 310 acquires information on the radio wave strength map (RAD) and the travel route (TP). The radio wave strength map (RAD) is included in the access point management information (AMN) and is obtained from the management system 200. The travel route (TP) is also set by the management system 200 and is obtained from the management system 200. Based on the radio wave strength map (RAD) and the travel route (TP), the score calculation unit 310 calculates the score SC for each access point (AP) at the target location on the travel route (TP). For example, the target location is the current location of vehicle 1. In this case, the score calculation unit 310 calculates the score SC for each access point (AP) at the current location of vehicle 1. As another example, the target location may be any location. In this case, the score calculation unit 310 can calculate the score SC for each access point (AP) at any location on the travel route (TP).

[0036] In the first example, the score SC for each access point AP at the target location includes only the first score SC1 (SC=SC1). The first score SC1 is expressed as a function (f) of the signal strength of each access point AP at the target location. The signal strength of each access point AP at the target location is obtained from the signal strength map RAD. The stronger the signal strength at the target location, the higher the first score SC1. In other words, the stronger the signal strength at the target location, the higher the score SC.

[0037] The access point selection unit 315 obtains the score SC of each access point AP at the target location calculated in this way. Then, based on the score SC, the access point selection unit 315 selects the target access point TAP that vehicle 1 should connect to at the target location from among the multiple access point APs. Typically, the access point selection unit 315 selects the one with the highest score SC among the multiple access point APs as the target access point TAP.

[0038] 3-2. Second Example Regarding the first example above, the following issue can be considered: the target access point TAP may switch frequently in a short period of time. For example, in the example shown in Figure 6 above, the target access point TAP switches from access point AP1 to access point AP2, and then immediately switches from access point AP2 to access point AP3. The period during which the target access point TAP is access point AP2 is very short. In other words, the target access point TAP switches frequently in a short period of time. However, wireless communication is interrupted for a moment when the target access point TAP switches. From the perspective of risk mitigation, it is desirable to suppress excessively frequent switching of the target access point TAP.

[0039] In the second example, we propose a method to solve the above problem.

[0040] Figure 8 is a conceptual diagram illustrating a second example of communication-related processing. Explanations that overlap with Figure 6 above are omitted as appropriate. At location X2 on the travel path TP, the signal strength of access point AP2 is stronger than that of access point AP3. However, considering the travel path TP beyond location X2, the signal strength of access point AP2 decreases, while the signal strength of access point AP3 increases for a while. In other words, access point AP3 can be a promising target access point TAP for a while beyond location X2. Therefore, in the second example, at location X2, it is conceivable to deliberately not connect to access point AP2, but instead connect to access point AP3. That is, it is conceivable to skip access point AP2 and switch the target access point TAP from access point AP1 to access point AP3. This makes it possible to suppress the situation in which the target access point TAP switches frequently in a short period of time.

[0041] From the above perspective, according to the second example, the target access point TAP is selected by considering not only the "signal strength at the target location" but also the "continuity of the upward trend in signal strength along the travel path beyond the target location." The "continuity of the upward trend in signal strength along the travel path beyond the target location" will be referred to below as "continuity of upward trend CON."

[0042] Figure 9 is a conceptual diagram illustrating an example of upward trend continuity CON. The first position XA is a position located a distance L1 away from the target position XT along the travel path TP. The first distance L1 may be a constant distance, or it may vary depending on the situation. For example, the first distance L1 may increase as the speed of vehicle 1 increases. The judgment interval is the interval between the target position XT and the first position XA along the travel path TP. The upward trend distance LU is the sum of the distances within the judgment interval where the upward trend in radio wave intensity continues. The downward trend interval LD ​​is the sum of the distances within the judgment interval where the downward trend in radio wave intensity continues. The upward trend continuity CON is calculated to increase as the upward trend distance LU increases. Alternatively, the upward trend continuity CON is calculated to increase as the ratio of the upward trend distance LU to the first distance L1 (LU / L1) increases. That is, as the upward trend distance LU or the ratio LU / L1 increases, the upward trend continuity CON increases. This upward trend continuity CON can be calculated for each access point (AP) based on the radio wave intensity map (RAD) and the travel path (TP).

[0043] Figure 10 is a block diagram showing an example of the functional configuration for a second example of communication-related processing. Explanations that overlap with the first example described above are omitted as appropriate. The information processing system 300 (communication control system) includes a score calculation unit 320 and an access point selection unit 325.

[0044] The score calculation unit 320 acquires information on the radio wave strength map (RAD) and the travel route (TP). Based on the radio wave strength map (RAD) and the travel route (TP), the score calculation unit 320 calculates the score SC for each access point (AP) at the target location on the travel route (TP). In the second example, the score SC for each access point (AP) at the target location includes a first score SC1 and a second score SC2. That is, the score SC is the sum of the first score SC1 and the second score SC2 (SC = SC1 + SC2).

[0045] The first score SC1 is the same as in the first example above and is expressed as a function (f) of the radio wave strength of each access point AP at the target location. The stronger the radio wave strength at the target location, the higher the first score SC1.

[0046] The second score, SC2, is expressed as a function (g) of the upward trend continuity CON beyond the target location. The upward trend continuity CON can be calculated based on the radio wave intensity map RAD and the travel path TP (see Figure 9). The higher the upward trend continuity CON, the higher the second score, SC2.

[0047] The weight coefficients α and β define the weights of the first score SC1 and the second score SC2, respectively. For example, the weight coefficients α and β are set such that the relationships α + β = 1, 0 < α < 1, and 0 < β < 1 hold. The values ​​of the weight coefficients α and β are arbitrary. If radio wave strength is important, the weight coefficient α is set to a relatively large value. On the other hand, if reducing the number of access point switching cycles is important, the weight coefficient β is set to a relatively large value.

[0048] The access point selection unit 325 obtains the score SC of each access point AP at the target location calculated in this way. Then, based on the score SC, the access point selection unit 325 selects the target access point TAP that vehicle 1 should connect to at the target location from among the multiple access point APs. Typically, the access point selection unit 325 selects the one with the highest score SC among the multiple access point APs as the target access point TAP.

[0049] As explained above, in the second example, the score SC for each access point AP at the target location is calculated by considering not only the "signal strength at the target location" but also the "continuity of the upward trend in signal strength beyond the target location." Based on the calculated score SC, the target access point TAP is then selected. Therefore, access points with a high continuity of the upward trend in signal strength beyond the target location are more likely to be selected as the target access point TAP. As a result, frequent switching of the target access point TAP in a short period of time is suppressed. In other words, excessively frequent switching of the target access point TAP is suppressed. This is desirable from the standpoint of risk reduction.

[0050] 3-3. Third Example Figure 11 shows the same situation as Figure 6. At location X2 on the travel route TP, vehicle 1 connects to access point AP2. At location X3 on the travel route TP, vehicle 1 connects to access point AP3. Here, the number of simultaneous connections NSC2 to access point AP2 is assumed to be greater than the number of simultaneous connections NSC3 to access point AP3 (NSC2 > NSC3). If the number of simultaneous connections NSC to access point AP is large, there is a risk that communication stability will decrease due to a decrease in communication speed and an increase in communication delay. Therefore, connecting to access point AP2 is not necessarily the optimal choice from the standpoint of communication stability.

[0051] Therefore, in the third example, the selection of the target access point TAP is made by also taking into account the "number of simultaneous connections NSC" of each access point AP.

[0052] Figure 12 is a conceptual diagram illustrating a third example of communication-related processing. Explanations that overlap with Figure 11 above are omitted as appropriate. At location X2 on the travel path TP, the signal strength of access point AP2 is stronger than that of access point AP3. However, the number of simultaneous connections NSC2 to access point AP2 is greater than the number of simultaneous connections NSC3 to access point AP3 (NSC2 > NSC3). Therefore, in the third example, at location X2, it is conceivable to deliberately not connect to access point AP2 and instead connect to access point AP3. In other words, it is conceivable to skip access point AP2 and switch the target access point TAP from access point AP1 to access point AP3. This makes it possible to suppress the decrease in communication stability.

[0053] Figure 13 is a block diagram showing an example of the functional configuration for a third example of communication-related processing. Explanations that overlap with the first example described above are omitted as appropriate. The information processing system 300 (communication control system) includes a score calculation unit 330 and an access point selection unit 335.

[0054] The score calculation unit 330 acquires information on the radio wave strength map RAD, the number of simultaneous connections NSC, and the travel route TP. The radio wave strength map RAD and the number of simultaneous connections NSC are included in the access point management information AMN and are obtained from the management system 200. The travel route TP is also set by the management system 200 and is obtained from the management system 200. Based on the radio wave strength map RAD, the number of simultaneous connections NSC, and the travel route TP, the score calculation unit 330 calculates the score SC for each access point AP at the target location on the travel route TP. In the third example, the score SC for each access point AP at the target location includes the first score SC1 and the third score SC3. That is, the score SC is the sum of the first score SC1 and the third score SC3 (SC = SC1 + SC3).

[0055] The first score SC1 is the same as in the first example above and is expressed as a function (f) of the radio wave strength of each access point AP at the target location. The stronger the radio wave strength at the target location, the higher the first score SC1.

[0056] The third score, SC3, is expressed as a function (h) of the number of simultaneous connections (NSC) for each access point (AP). The lower the number of simultaneous connections (NSC), the higher the third score, SC3. Conversely, the higher the number of simultaneous connections (NSC), the lower the third score, SC3.

[0057] The weight coefficients α and γ define the weights of the first score SC1 and the third score SC3, respectively. For example, the weight coefficients α and γ are set such that the relationships α + γ = 1, 0 < α < 1, and 0 < γ < 1 hold. The values ​​of the weight coefficients α and γ are arbitrary. If radio wave strength is important, the weight coefficient α is set to be relatively large. On the other hand, if the number of simultaneous connections NSC is important, the weight coefficient γ is set to be relatively large.

[0058] The access point selection unit 335 obtains the score SC of each access point AP at the target location calculated in this way. Then, based on the score SC, the access point selection unit 335 selects the target access point TAP that vehicle 1 should connect to at the target location from among the multiple access point APs. Typically, the access point selection unit 335 selects the one with the highest score SC among the multiple access point APs as the target access point TAP.

[0059] As explained above, in the third example, the score SC of each access point AP at the target location is calculated by considering not only the "signal strength at the target location" but also the "number of simultaneous connections NSC". The lower the number of simultaneous connections NSC, the higher the score SC. Then, the target access point TAP is selected based on the score SC calculated in this way. This makes it more likely that an access point AP with a low number of simultaneous connections NSC will be selected as the target access point TAP. As a result, the deterioration of communication stability is suppressed.

[0060] 3-4. The fourth example Figure 14 is a block diagram showing an example of a functional configuration for a fourth example of communication-related processing. The fourth example is a combination of the second and third examples described above. The information processing system 300 (communication control system) includes a score calculation unit 340 and an access point selection unit 345.

[0061] The score calculation unit 340 calculates the score SC of each access point AP at a target location on the travel path TP based on the radio wave strength map RAD, the number of simultaneous connections NSC, and the travel path TP. In the fourth example, the score SC of each access point AP at the target location includes the first score SC1, the second score SC2, and the third score SC3. That is, the score SC is the sum of the first score SC1, the second score SC2, and the third score SC3 (SC = SC1 + SC2 + SC3). The weight coefficients α, β, and γ define the weights of the first score SC1, the second score SC2, and the third score SC3, respectively. For example, the weight coefficients α, β, and γ are set such that the relationships α + β + γ = 1, 0 < α < 1, 0 < β < 1, and 0 < γ < 1 hold. The set values ​​of the weight coefficients α, β, and γ are arbitrary.

[0062] The access point selection unit 345 obtains the score SC of each access point AP at the target location calculated in this way. Then, based on the score SC, the access point selection unit 345 selects the target access point TAP that vehicle 1 should connect to at the target location from among the multiple access point APs. Typically, the access point selection unit 345 selects the one with the highest score SC among the multiple access point APs as the target access point TAP.

[0063] According to the fourth example described above, both the effects of the second example and the effects of the third example are obtained.

[0064] 3-5. Example 5 Next, we will explain an example of a route determination process that determines (selects) an appropriate travel route TP from a communication perspective. As shown in Figure 5 above, candidate travel route points (TPCs) are given, which are candidates for the travel route TP of vehicle 1 in a predetermined area AR. In particular, multiple candidate travel route points (TPCs) are given. Multiple candidate travel route points (TPCs) are set, for example, by the management system 200. If there are many candidate travel route points (TPCs) to the destination, only candidate travel route points (TPCs) whose distance to the destination is less than a threshold may be pre-selected. An appropriate travel route TP is selected from among these multiple candidate travel route points (TPCs).

[0065] Figure 15 is a block diagram showing a functional configuration example for a fifth example of communication-related processing. The information processing system 300 (route determination system) includes an access point switching estimation unit 350 and a route determination unit 355.

[0066] The access point switching estimation unit 350 acquires information on the radio wave intensity map (RAD) and candidate route TPCs (TPCs). The radio wave intensity map (RAD) is included in the access point management information (AMN) and is obtained from the management system 200. The candidate route TPCs are also set by the management system 200 and are obtained from the management system 200. The access point switching estimation unit 350 calculates the number of times the target access point TAP switches, assuming that vehicle 1 has traveled through the candidate route TPCs within a predetermined area (AR). The number of times the target access point TAP switches is calculated for each candidate route TPC.

[0067] In the fifth example, the target access point TAP is selected using the method described in the first example above. That is, the access point switching estimation unit 350 calculates a score SC for each access point AP at the target location on the candidate travel route TPC based on the radio wave intensity map RAD and the candidate travel route TPC, similar to the score calculation unit 310 shown in Figure 7. Furthermore, the access point switching estimation unit 350 selects the target access point TAP that vehicle 1 should connect to at the target location from among multiple access point APs based on the score SC, similar to the access point selection unit 315 shown in Figure 7. Then, the access point switching estimation unit 350 calculates the number of target access point TAP switchings based on the transition of the target access point TAP along the candidate travel route TPC.

[0068] The route determination unit 355 obtains the number of switching counts for each of the candidate route PCs calculated in this way. The route determination unit 355 then prioritizes determining the candidate route TPC with the fewest number of switching counts for the target access point TAP as the route TP. For example, the route determination unit 355 determines (selects) the one with the fewest number of switching counts for the target access point TAP from among multiple candidate route TPCs as the route TP. The route determination unit 355 may also exclude candidate route TPCs whose distance is greater than or equal to a threshold from the route TP.

[0069] As explained above, in the fifth example, the travel route TP is determined in such a way that the number of times the target access point TAP switches is reduced. Reducing the number of times the target access point TAP switches is desirable from the standpoint of risk reduction.

[0070] 3-6. The sixth example Figure 16 is a block diagram showing an example of the functional configuration for a sixth example of communication-related processing. Explanations that overlap with the fifth example above are omitted as appropriate. The information processing system 300 (route determination system) includes an access point switching estimation unit 360 and a route determination unit 365.

[0071] The access point switching estimation unit 360 calculates the number of times the target access point TAP switches, assuming that vehicle 1 has traveled along candidate travel route TPCs within a predetermined area AR. In the sixth example, the target access point TAP is selected by the method described in the second example above. That is, the access point switching estimation unit 360 calculates the score SC of each access point AP at the target location on the candidate travel route TPC based on the radio wave intensity map RAD and candidate travel route TPCs, similar to the score calculation unit 320 shown in Figure 10. Furthermore, the access point switching estimation unit 360 selects the target access point TAP that vehicle 1 should connect to at the target location from among multiple access point APs based on the score SC, similar to the access point selection unit 325 shown in Figure 10. Then, the access point switching estimation unit 360 calculates the number of times the target access point TAP switches based on the transition of the target access point TAP along the candidate travel route TPCs.

[0072] The route determination unit 365 obtains the number of switching counts for each of the route candidate TPCs calculated in this way. The route determination unit 365 then prioritizes determining the route candidate TPC with the fewest switching counts of the target access point TAP as the route TP. For example, the route determination unit 365 determines (selects) the one with the fewest switching counts of the target access point TAP from among multiple route candidate TPCs as the route TP. The route determination unit 365 may also exclude route candidate TPCs whose distance exceeds a threshold from the route TP.

[0073] As explained above, according to the sixth example, the travel route TP is determined in such a way that the number of target access point TAP switching cycles is reduced. In particular, according to the sixth example, the number of target access point TAP switching cycles is further reduced compared to the fifth example described above. Reducing the number of target access point TAP switching cycles is desirable from the standpoint of risk reduction.

[0074] 3-7. Example 7 Figure 17 is a block diagram showing an example of the functional configuration for the seventh example of communication-related processing. Explanations that overlap with the fifth example above are omitted as appropriate. The information processing system 300 (route determination system) includes an access point switching estimation unit 370 and a route determination unit 375.

[0075] The access point switching estimation unit 370 calculates the number of times the target access point TAP switches, assuming that vehicle 1 has traveled along a candidate travel route TPC within a predetermined area AR. In the seventh example, the target access point TAP is selected by the method described in the fourth example above. That is, the access point switching estimation unit 370 calculates the score SC of each access point AP at the target location on the candidate travel route TPC based on the radio wave strength map RAD, the number of simultaneous connections NSC, and the candidate travel route TPC, similar to the score calculation unit 340 shown in Figure 14. Furthermore, the access point switching estimation unit 370 selects the target access point TAP that vehicle 1 should connect to at the target location from among multiple access point APs based on the score SC, similar to the access point selection unit 345 shown in Figure 14. Then, the access point switching estimation unit 370 calculates the number of times the target access point TAP switches based on the transition of the target access point TAP along the candidate travel route TPC.

[0076] The route determination unit 375 obtains the number of switching times for each of the candidate route PCs calculated in this way. The route determination unit 375 then prioritizes determining the candidate route TPC with the fewest number of switching times for the target access point TAP as the route TP. For example, the route determination unit 375 determines (selects) the one with the fewest number of switching times for the target access point TAP among multiple candidate route TPCs as the route TP. The route determination unit 375 may also exclude candidate route TPCs whose distance is greater than or equal to a threshold from the route TP.

[0077] As explained above, in the seventh example, the travel route TP is determined in such a way that the number of times the target access point TAP is switched is reduced. Reducing the number of times the target access point TAP is switched is desirable from the standpoint of risk reduction. Furthermore, the same effect as in the fourth example above is obtained.

[0078] 4. Example Configuration 4-1. Example of an in-vehicle system configuration Figure 18 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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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).

[0085] The control device 150 acquires various types of information. This information is stored in the storage device 152.

[0086] 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.

[0087] The vehicle status information 172 indicates the vehicle status detected by the vehicle status sensor 122.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 4-2. Example of a Management System Configuration Figure 19 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).

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] The management information 260 may include vehicle management information VCL for managing vehicle 1 within a predetermined area AR. The vehicle management information VCL includes location information 174 for each vehicle 1 within the 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.

[0099] The vehicle management information VCL may include the travel route TP and the candidate travel route TPC 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. The same applies to the candidate travel route TPC.

[0100] Furthermore, the management information 260 includes access point management information AMN for managing access points AP within a designated area AR.

[0101] The access point management information (AMN) includes a radio wave strength map (RAD) (see Figure 2). The radio wave strength map (RAD) includes information on the radio wave strength distribution of each of the multiple access points (APs) within a predetermined area (AR). As mentioned above, the radio wave strength distribution information may be static or dynamic. The vehicle management information mentioned above includes the location information (current location) of each vehicle 1 within the predetermined area (AR). By considering the location information (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).

[0102] The access point management information AMN may include the number of simultaneous connections NSC for each of the multiple access point APs within a predetermined area AR (see Figure 2). For example, the processor 220 communicates with each access point AP via the communication device 210 and obtains information on the number of simultaneous connections NSC from each access point AP in real time.

[0103] 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.

[0104] Figure 20 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).

[0105] 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.

[0106] 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.

[0107] 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.

[0108] The communication-related processing program 304 is a computer program for executing communication-related processing. The communication-related processing program 304 can also be called a communication control program that executes communication control processing. The communication-related processing program 304 can also be called a route determination program that executes route determination processing. The functions of the information processing system 300 may be realized through the cooperation of the processor 302 that executes the communication-related processing program 304 and the storage device 303. The communication-related processing program 304 is stored in the storage device 303. The communication-related processing program 304 may also be recorded on a computer-readable recording medium.

[0109] The processor 302 obtains access point management information AMN from the management system 200. The processor 302 also obtains information on the travel route TP and candidate travel route TPC from the management system 200. The access point management information AMN, travel route TP, and candidate travel route TPC are stored in the storage device 303. Based on the access point management information AMN, travel route TP, and candidate travel route TPC, the processor 302 executes the communication-related processing described in Sections 2 and 3 above. [Explanation of Symbols]

[0110] 100 In-vehicle systems 200 Management Systems 300 Information Processing Systems AP Access Point AMN Access Point Management Information NSC Simultaneous Connections RAD signal strength map

Claims

1. A communication control 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: The information on the radio wave intensity distribution and the number of simultaneous connections for each of the aforementioned multiple access points is obtained. Information on the vehicle's travel route in the predetermined area is acquired. Based on the aforementioned radio wave intensity distribution and the number of simultaneous connections, the score of each access point at the target location on the travel route is calculated. Based on the score of each of the aforementioned access points, the target access point to which the vehicle will connect at the target location is selected from among the plurality of access points. It is configured in such a way, The score of each of the aforementioned access points includes at least a first score and a third score, The first score increases as the radio wave intensity at the target location increases. The third score increases as the number of simultaneous connections decreases. Communication control system.

2. A communication control system according to claim 1, The one or more processors obtain the information on the radio wave intensity distribution of each of the access points from the management system that manages the predetermined area. Communication control system.

3. A communication control system according to claim 1, The radio wave intensity distribution of each of the aforementioned access points is a static radio wave intensity distribution determined based on the installation location and performance of each of the aforementioned access points. Communication control system.

4. A communication control system according to claim 1, The radio wave intensity distribution of each of the aforementioned access points is a dynamic radio wave intensity distribution calculated based on the installation location and performance of each of the aforementioned access points, as well as the distribution of moving objects in the predetermined area. Communication control system.

5. A communication control system according to any one of claims 1 to 4, The aforementioned designated area is a parking lot. The aforementioned vehicle is equipped with an automatic valet parking function. Communication control system.

6. A communication control method applicable to a vehicle traveling in a predetermined area where multiple access points are installed, The aforementioned communication control method is performed by a computer. To obtain information on the radio wave intensity distribution and the number of simultaneous connections for each of the aforementioned multiple access points, To acquire information on the vehicle's travel route within the predetermined area, Based on the aforementioned radio wave intensity distribution and the number of simultaneous connections, the score of each access point at the target location on the travel route is calculated. Based on the score of each of the aforementioned access points, the target access point to which the vehicle will connect at the target location is selected from among the plurality of access points. Includes, The score of each of the aforementioned access points includes at least a first score and a third score, The first score increases as the radio wave intensity at the target location increases. The third score increases as the number of simultaneous connections decreases. Communication control method.

7. A communication control program applied to a vehicle traveling in a predetermined area where multiple access points are installed, The aforementioned communication control program is executed by a computer. To obtain information on the radio wave intensity distribution and the number of simultaneous connections for each of the aforementioned multiple access points, To acquire information on the vehicle's travel route within the predetermined area, Based on the aforementioned radio wave intensity distribution and the number of simultaneous connections, the score of each access point at the target location on the travel route is calculated. Based on the score of each of the aforementioned access points, the target access point to which the vehicle will connect at the target location is selected from among the plurality of access points. The computer is made to execute the above, The score of each of the aforementioned access points includes at least a first score and a third score, The first score increases as the radio wave intensity at the target location increases. The third score increases as the number of simultaneous connections decreases. Communication control program.

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