However, these approaches may not be accurate enough, because even though all these metrics intuitively result in the most connected route, the connectivity in the context of position-based routing is defined as the probability that no disconnection exists along the route.
Hence, more detailed studies with structural connectivity along separate connecting routes and functional connectivity between segmented language regions may yield better insights regarding the structure-function relation in this path.
If we denote the connectivity along route j by C j, in the modified route selection logic the attachment point selects route k as follows route k = arg max route j ∈ V B W j - B W req ∃ r o u t e j : 1 ρ j min < R arg max route j ∈ U ( C j ) Otherwise, (3).
In our work, we propose CAIR which chooses the intersection-connected routes with the higher connectivity and lower transmission delay.
According to [43], " the Routing Point approach [is based] on connectivity and route calculation, and the Extended Geometry approach on the matching of characteristic geometry".
Hence, the connectivity of route j can be written as C j = ∏ i = 1 N V C i, (9).
In order to take the real-time connectivity of routes into account, we modify the route selection logic as follows.
However, the real-time connectivity of routes, which is pertinent to position-based routing, has not yet been considered.
In this regard, we propose a novel microscopic approach for calculating the connectivity of routes on the basis of the connectivity observations of individual vehicles along the routes.
To the best of our knowledge, our article is the first work that proposes a microscopic approach for calculating the connectivity of routes on the basis of the connectivity observations of individual vehicles along the routes.
