JPH1168644A - Mobile communication equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow mobile communication equipment to surely acquire desired information by setting a return signal frequency. SOLUTION: This mobile communication equipment is provided with a transmission means 5 that is mounted on its own mobile body and transmits a radio signal, a control means 3 that controls the transmission means 5 to send a request signal to request other mobile body, to send an information signal, and a reception means 4 that receives the information signal from the other mobile body. In this case, the communication equipment is further provided with a frequency setting means that sets a desired frequency, and the control means 3 incorporates information used to send the information signal with the frequency set by the frequency setting means into the request signal and allows the transmission means 5 to send the information to the other mobile body so as to allow the reception means 4 to select and receive only the information signal obtained by its own mobile body at the designated frequency.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a communication apparatus for a mobile unit for performing mutual communication of road traffic information and the like between mobile units.

[0002]

2. Description of the Related Art For example, Japanese Patent Application Laid-Open No. Hei 5-22 discloses a mobile communication device for performing mutual communication of road information and the like between mobile objects.
Japanese Patent Application Laid-Open Nos. 5498 and 8-115494 are known.

The former receives various kinds of information such as traffic congestion information from other vehicles traveling in the same direction in front of the own vehicle and incorporates the information as one of the information for judging the driving situation of the own vehicle. It is intended to drive the vehicle safely.

The latter, in a navigation system using a GPS signal, enables mutual communication between, for example, navigation devices provided in a plurality of vehicles that take the same action as a group, and performs navigation of a specific vehicle in the group. The navigation data set in the device is transmitted to another vehicle in the group, and the transmitted navigation data is received by the navigation device of another vehicle and can be used as it is.

[0005]

By the way, in a mobile communication device, for example, information such as traffic congestion information on a route (for example, an intersection) to which the own mobile device is heading, or a route up to the point is reached. By receiving various kinds of information from the current location or another moving body located in the middle of the route, it is possible to take measures based on the received information (for example, change the route to the destination). However, in order for such a function to be exerted, it is a prerequisite that the user can accurately obtain desired information.

However, in the conventional mobile communication device, it is sometimes difficult to accurately obtain desired information from another mobile device, and the functions of the mobile communication device cannot be fully utilized. There was a problem.

That is, for example, on a road having a configuration as shown in FIG. 24, the own moving body 42 indicated by a black triangle is going to move to a predetermined destination through an intersection 40 ahead of the current position. In this case, the occupant of the mobile unit 42 wants to obtain information on the traffic congestion state near the intersection 40.

On the other hand, another moving body 43 indicated by a hatched triangle exists at a position distant from the self-moving body 42, and the other moving body 43 is located forward of the traveling direction and near the self-moving body 42. When traveling to a predetermined destination through the intersection 41 at the intersection 4, the occupant of the other moving body 43
I want to get information about the traffic congestion in the vicinity of 1. In such a case, for example, the reply frequency specified by the request signal from the own mobile unit and the other mobile unit 4
If the frequency of the reply specified by the request signal from the third mobile station 3 is the same, the intersection 40 transmitted from the other mobile body 44 near the intersection 40 in response to the request signal of the self mobile body 41 is transmitted. The information signal about the congestion state in the vicinity can be received not only by the own mobile unit 42 but also by the other mobile unit 43 as shown by white arrows 46A and 46B, and in response to the request signal of the other mobile unit 43. Then, the information signal regarding the traffic congestion state near the intersection 41 transmitted from the other mobile body 45 near the intersection 41 is not only the other mobile body 43 but also the other mobile body 43 as shown by the white arrows 47A and 47B. The mobile unit 41 can also receive the information signals 46A, 46B and 47.
A and 47B will be batting.

In addition, from the level difference of the information signal based on the positional relationship among the moving bodies 42 to 45, the own moving body 42 is provided with the other moving body 44 The information signal 47A from the other mobile body 45 is received instead of the information signal 46B from the other mobile body 45, and the information signal from the other mobile body 45 that the other mobile body 43 wants to obtain is provided to the other mobile body 43. Instead of 47B, the information signal 46A from the other mobile unit 44 is received. As a result, both the own mobile unit 42 and the other mobile unit 43 cannot obtain a desired information signal. It becomes.

Accordingly, the present invention has been made to provide a communication device for a mobile body capable of realizing reliable acquisition of desired information by designating a return frequency.

[0011]

Means for Solving the Problems In the present invention, the following configuration is adopted as specific means for solving such problems.

[0012] In the mobile communication device according to the first invention of the present application, a transmitting means mounted on the own mobile body for transmitting a radio signal, and for requesting another mobile body to transmit an information signal. In a mobile communication device comprising a control unit for controlling the transmission unit to transmit a request signal and a reception unit for receiving an information signal from the other mobile unit, a desired frequency of the radio signal is set. The control means includes the information for making the other mobile unit transmit the information signal at the frequency set in the frequency setting means, and transmits the request signal to the request signal by the transmission means. It is characterized by having

According to a second aspect of the present invention, in the mobile communication device according to the first aspect, the frequency setting means selects a desired frequency from frequencies randomly set within a predetermined range. It is characterized by setting.

According to a third aspect of the present invention, in the mobile communication device according to the second aspect, the frequency setting means is configured to transmit the request signal from the other mobile object within a predetermined time before the transmission of the request signal. When receiving the request, a frequency different from the frequency woven in the request signal from the other mobile unit is set.

In a fourth aspect of the present invention, in the mobile communication device according to the first aspect, the control means controls the transmission means to transmit the request signal at a preset frequency. It is characterized by:

According to a fifth aspect of the present invention, in the mobile communication device according to the first aspect, the desired frequency is a unique frequency set individually for the mobile communication device. And

According to a sixth aspect of the present invention, in the mobile communication device according to the fifth aspect, the control means causes the information signal to be transmitted at the same frequency within a predetermined time before the transmission of the request signal. When receiving a request signal from the other mobile body incorporating the information, the transmission of the request signal by the transmission means is delayed.

According to a seventh aspect of the present invention, in the mobile communication device according to the first aspect, the frequency setting means has a plurality of preset frequency data, and the plurality of frequency data are set in accordance with a predetermined rule. Is selected.

[0019]

According to the present invention, the following effects can be obtained by adopting such a configuration.

(1) In the mobile communication device according to the first invention of the present application, a transmitting means mounted on the own mobile and transmitting a radio signal, and requesting another mobile to transmit an information signal. Control means for controlling the transmitting means for transmitting a request signal for performing the request signal, and a receiving means for receiving an information signal from the other mobile body, a mobile communication device, Frequency setting means for setting a frequency, wherein the control means incorporates, in the request signal, information for causing the other mobile unit to transmit the information signal at the frequency set in the frequency setting means, and transmits the request signal. It is made to transmit by means.

Therefore, according to the mobile communication device of the present invention, even in an environment where a large number of information signals are interleaved and communicated, the own mobile can transmit the specified frequency by incorporating it into the request signal. It is possible to select only the information signal transmitted from the other mobile unit, that is, the information signal required by the own mobile unit, and to receive the selected information signal reliably. This is a useful effect in terms of the reliability of obtaining desired information. Is obtained.

(2) According to the communication apparatus for a mobile object according to the second invention of the present application, in the communication apparatus for a mobile object according to the first invention, the frequency setting means randomly sets the frequency within a predetermined range. Since the desired frequency is selected and set from the set frequencies, the degree of freedom in selecting the frequency is high, and the desired information signal indicated by the own mobile unit by the selection of the frequency and the other information signals are displayed. The possibility of batting with other information signals is small, and the effect described in the above (1) becomes more remarkable.

(3) According to the communication apparatus for a mobile object according to the third invention of the present application, in the communication apparatus for a mobile object according to the second invention, the frequency setting means may be configured to transmit the request signal before transmitting the request signal. When a request signal from the other mobile unit is received within a predetermined time, a frequency different from the frequency woven into the request signal from the other mobile unit is set, so that the request signal from the other mobile unit is set. The frequency woven into the request and the frequency woven into the request from the own mobile unit are prevented from being overlapped, and as a result, for example, in response to the request signal of the other mobile unit, other frequencies other than the other mobile unit may be used. An information signal transmitted from a mobile unit, that is, an information signal having information different from information desired by the own mobile unit is erroneously received by the own mobile unit. Thus, the self-moving body can reliably obtain desired information, and the effect described in the above (2) becomes more remarkable.

(4) According to the communication device for a mobile object according to the fourth invention of the present application, in the communication device for a mobile object according to the first invention, the control means may control the communication at a preset frequency. Since the transmitting means is controlled to transmit the request signal, for example, the frequency of the request signal from the own mobile unit is set in consideration of the relationship with the frequency of the request signal from another mobile unit. In comparison with the case, the setting of the frequency is easier, and the time from the transmission of the request signal to the reception of the information signal from another mobile unit and the processing of the information signal is shortened accordingly. Information related to movement can be obtained more quickly.

(5) According to the communication device for a mobile device according to the fifth invention of the present application, in the communication device for a mobile device according to the first invention, the desired frequency is set to an individual value of the communication device for the mobile object. Because it is set to the unique frequency set in
The batting of the information signal caused by the matching of the frequencies is prevented as much as possible, the desired information signal can be obtained with higher certainty, and the effect described in the above (1) becomes more remarkable.

(6) According to the communication device for a mobile object according to the sixth invention of the present application, in the communication device for a mobile object according to the fifth invention, the control means may include a predetermined signal before the transmission of the request signal. When receiving a request signal from the other mobile unit incorporating the information for transmitting the information signal at the same frequency within a time, since the transmission of the request signal by the transmitting unit is delayed, a plurality of signals at the same frequency are transmitted. Is reliably prevented, and a desired information signal can be obtained with higher certainty.

(7) According to the communication apparatus for a mobile object according to the seventh invention of the present application, in the communication apparatus for a mobile object according to the first invention, the frequency setting means may include a plurality of predetermined frequencies. Since it has data and selects one of the plurality of frequencies according to a predetermined rule, for example, it is woven into the frequency to be designated in the own mobile and request signals from other mobiles In the case where the frequency of the information signal matches or approaches (that is, there is a possibility that a desired information signal may not be obtained due to the batting between the information signals), the current frequency is set to the By appropriately changing and selecting another frequency, it is possible to reliably prevent occurrence of batting between information signals. Further, if the configuration is such that the information signal batting due to the frequency match is avoided by the frequency change selection in this way, for example, when the frequency matches, the transmission timing of the request signal from the own mobile body is delayed for a predetermined time. Since the transmission waiting time of the request signal as described above is not required, the processing time of the information signal can be reduced.

[0028]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a mobile communication device according to the present invention will be specifically described based on preferred embodiments.

Usage Mode of Mobile Communication Device The usage mode of the mobile communication device according to this embodiment will be described. The mobile communication device is mounted on a vehicle (corresponding to a "mobile" in the claims) and displays road information stored in a map memory on a display to perform route guidance or the like for the vehicle. In addition, the present invention performs inter-vehicle communication, that is, various information communication such as road information between the own vehicle and another vehicle.

In the latter inter-vehicle communication, for example, as shown in FIG. 1, for example, as shown in FIG. 1, an information signal is transmitted and received between the own vehicle 1 and another vehicle 2 traveling in the same traveling direction. In addition to the mode and the usage mode of transmitting and receiving information signals between the own vehicle 1 and the other vehicle 2 running in opposite directions as shown in FIG. Regardless, there are various modes such as a usage mode of transmitting and receiving an information signal with another vehicle 2 existing in a predetermined area separated from the host vehicle 1. FIG.
Among the usage modes between the own vehicle 1 and the other vehicle 2 traveling in opposite directions as shown in FIG.
The host vehicle 1 receives information on the state of the first other vehicle 51 (for example, traffic congestion information on the first other vehicle 51) from the first other vehicle 51 whose traveling direction is opposite to this, and transmits this information. When the vehicle 1 travels to the position shown by the dashed line (reference numeral 1 ′), the subsequent second other vehicle 52 traveling farther away from the first other vehicle 51 than the first other vehicle 51 is stored. There is also a usage mode in which the information stored in the own vehicle 1 is transmitted to the second other vehicle 52 in a position indicated by a chain line (reference numeral 52 ′).

In the following description of the embodiments, all modes including all of the above usage modes will be described.

Configuration of Mobile Communication Device The hardware configuration of the mobile communication device used in the following embodiments will be described with reference to FIG. 4 and FIG.

FIG. 4 is a block diagram showing the entire configuration of the mobile communication device. In FIG. 4, reference numeral 3 denotes a control means which is a central component of the mobile communication device.
The control means 3 includes a vehicle position / traveling direction / speed calculating unit 31 for obtaining the position, traveling direction, and traveling speed of the vehicle, and a transmission / reception inhibition processing unit 33 for inhibiting transmission / reception of information signals. A processing unit 32, a random number generation unit 34 for randomly setting the frequency of a wireless signal, a RAM 35 and a RAM 35 as storage means, and a timer 37 for clocking are provided.

Various kinds of information as described below are input to the control means 3. That is, detection information 9 from a GPS receiver, a gyro, a vehicle speed sensor, etc., an information signal for route guidance from the route guidance input means 7, road information from the map memory 8, a side brake switch, a hazard switch, and the like. From switch information 10 from a turn signal switch or the like and a manual switch 11 manually operated by an occupant such as an accident switch for notifying the occurrence of an accident such as a traffic accident or a cancel switch for canceling transmission and reception of an information signal. Is input to the control means 3. These signals are all input as information of the own vehicle, but other information information signals transmitted from other vehicles are received by the receiving means 4 via the antenna 6 and taken into the control means 3. .

The control means 3 receives each of these input signals, processes them appropriately, and outputs the signals to the onboard display 1.
2, information is displayed, and a predetermined alarm is issued by a buzzer 13 in some cases. Further, information that needs to be transmitted as an information signal to another vehicle is transmitted as a wireless signal by the transmission means 5 via the antenna 6.

As the antenna 6, for example, FIG.
As shown in FIG. 7, an omni-directional antenna 48 extending to the vehicle 47 is installed, and as shown in FIG. 7, the antenna is installed at the front and rear of the vehicle 47 and has directivity to the front and rear of the vehicle 47. Laser radars 49A and 49B are suitable.

FIG. 5 shows a specific structure of the display 12. The display 12 includes, for example, a touch panel 15 as a display unit capable of performing pen touch input. In addition, as an operation unit,
Range specifying switch 16 for specifying the area range
An intersection designating switch 17 for designating a required intersection, a traffic congestion detection switch A for detecting a traffic congestion state on a designated taxiway, and a traffic congestion detection switch B for detecting a traffic congestion state in the entire designated area. A joystick 20 for changing the display position and the like, the accident switch 21, for example, a traffic jam alarm unit 22 for notifying a traffic congestion at a point to be headed from now on, and the cancel switch. 23 are provided.

Control in Mobile Communication Device Next, control in the case where the vehicle communication device performs inter-vehicle communication will be specifically described.

First, the basic concept of transmitting and receiving information signals will be described. (A) In the mobile communication device according to the present embodiment, when information signals are transmitted and received between vehicles, from the viewpoint of establishing the order of transmission and reception, in principle, the vehicle on the side that wants to receive the information signals ( For example, a request signal is transmitted from the own vehicle), and a transmission of an information signal from a vehicle on the information providing side (for example, another vehicle) that has received the request signal is waited. In such a case, a control is adopted so that when the information is received, the information can be used as information for own route guidance or the like.

In this control, the request signal specifies the frequency of an information signal transmitted from another vehicle, and receives a signal of the specified frequency to ensure reliable acquisition of information. .

Even if the transmission frequency is specified by the request signal, if the specified frequency is the same as or close to the frequency specified in the other vehicle-to-vehicle communication, the information signals are batted and desired. It is assumed that the information signal cannot be obtained. In such a case, various measures such as changing and setting the designated frequency are taken.

Further, even if a request signal is transmitted in order to obtain an information signal from another vehicle, the vehicle receiving the request signal is a vehicle located at a position distant from a point desired by the user. For example, even if an information signal is received from another vehicle, the information is not the information of the point desired by the user and does not serve any purpose.
In order to avoid such inconvenience, a predetermined area or a predetermined point (for example, an intersection) for which information is desired to be obtained is designated, and a request signal is transmitted to another vehicle in the area or another vehicle near the point. By transmitting, a desired information signal can be reliably obtained.

(B) On the other hand, in the vehicle on the side transmitting the information signal in response to the request signal, the information on the other vehicle obtained in accordance with the condition of the other vehicle, for example, the traffic congestion information, If it is not based on the stop state of the own vehicle based on the stop state of the own vehicle but based on the stop state based on the occurrence of an accident such as a traffic accident not related to traffic congestion, if this is transmitted as it is, this information signal In order to prevent such a situation from occurring, the vehicle receiving the information will be prohibited from transmitting the information signal even in the case where the request signal is received. With respect to the occurrence of an accident that may lead to traffic congestion, a control is employed so that the occurrence of traffic congestion can be predicted by reporting this.

(C) Further, when the guidance route of the own vehicle obtained based on the information signal received from the other vehicle and the traffic congestion state of the surrounding roads are displayed on the road map on the display, the display of the road is performed as follows. Roads that are not congested, roads that are not congested, and roads that do not have an information signal, etc., for which it is not clear whether or not there is congestion, are displayed separately.
It is preferable that the occupant can easily identify, and from such a viewpoint, a control is adopted in which the display of each road is identifiably displayed based on the information signal.

(D) Further, for example, when both vehicles which are going to mutually transmit and receive information signals are at a long distance in the same traveling direction, transmission and reception between them becomes difficult, and desired information cannot be obtained. Therefore, in such a case, the traveling direction is opposite to these two vehicles, and the oncoming vehicles that encounter the two vehicles with a certain time lag with the traveling thereof are relayed. By passing an information signal from a vehicle on the front side in the traveling direction of the vehicle to the vehicle on the rear side, a control that can realize reliable inter-vehicle communication over a long distance is adopted.

Based on the basic concept of control described above,
The actual control will be described based on a flowchart. Request Signal Transmission Control First, the request signal transmission control will be described based on the flowchart shown in FIG.

After the start of the control, in step S1, it is determined whether a predetermined time "T1" has elapsed. The determination in step S1 is for checking the display update timing in connection with updating the information of the entire target area every predetermined time "T1" (for example, 30 minutes).

Therefore, if it is determined in step S1 that the predetermined time "T1" has elapsed, the process proceeds to step S1.
In 18, the target area is set to the entire current display screen (see FIGS. 21 and 22). In step S 19, a plurality of divided areas are extended from an area closer to the current location to an area farther from the current location according to the current vehicle speed and distance from the current location. Set sequentially.

Specifically, in the display screens shown in FIGS. 21 and 22, a plurality of vertical area lines 25 and 2 are displayed.
.. And a plurality of horizontal area lines 26, 26,... Setting a plurality of set areas according to the distance from the own vehicle 1 and the current vehicle speed of the own vehicle 1. 21. Between FIG. 21 and FIG. 22, FIG.
Is a setting when the vehicle speed is low, and FIG. 22 is a setting when the vehicle speed is high. The lower the vehicle speed is, the smaller the set area of the area is. 21 and 22, the setting based on the distance from the host vehicle 1 to each area is made, and the set area of the area increases as the distance from the host vehicle 1 increases.

Returning to the flowchart of FIG. 8, if it is determined in step S1 that the predetermined time "T1" has not elapsed, then in step S2, the range designating switch 16, intersection designating switch 17, etc. It is determined whether the manual switch has been operated. Here, when it is determined that the manual switch has not been operated (that is, when there is no request to change the current setting area), the process directly proceeds to step S12, but it is determined that the manual switch has been operated. In this case (that is, when a request to change the current setting area is issued), the area setting routine of step S3 is executed to set a single area for which information reception is desired.

Here, the control of setting a single area in the area setting routine will be described with reference to the flowchart of FIG. First, in step S1 of FIG.
It is determined whether or not the congestion state detection switch A (see FIG. 5) for detecting the congestion state in the guidance route of the above has been operated. If it is determined that the switch A has not been operated, the entirety of the designated area is further determined in step S4. It is determined whether the traffic congestion state detection switch B for detecting the traffic congestion state is operated.

First, if it is determined in step S1 that the traffic congestion state detection switch A has been operated, it is further determined in step S2 whether or not the range designating switch 16 has been operated. In this case, a specific area on the matrix is set by an occupant operation (for example, a touch operation on the touch panel 15 or an operation of the joystick 20) (step S10). An area is set near the route guidance route within the range, and the routine ends.

If it is determined in step S2 that there is no range designation, it is further determined in step S3 whether the intersection designation switch 17 has been operated. Here, when it is determined that the intersection designating switch 17 has been operated, a specific intersection is set based on the operation (step S8), and further the step S8 is performed.
In step 9, an area is set near a route guidance route within 1 km from this particular intersection, and the routine is terminated. Further, in step S3, the intersection specifying switch 1
If it is determined that No. 7 has not been operated, an area is set near the route guideway on the current display screen, and the routine ends (step S7).

The above steps S9 and S11
In setting the area in, a road (unit) ID is used as data.

On the other hand, if it is determined in step S4 that the congestion state detection switch B has not been operated, the routine is terminated without any processing, but it is determined that the congestion state detection switch B has been operated. If so, it is determined in step S5 whether or not the range designating switch 16 has been operated. If it is determined that the range designating switch 16 has been operated, the specific area on the matrix is set by the operation of the occupant. (Step S16)
Further, in step S17, an area is set within the set specific range, and the routine ends.

If it is determined in step S5 that there is no range designation, it is further determined in step S6 whether the intersection designation switch 17 has been operated. Here, when it is determined that the intersection designation switch 17 has been operated, a specific intersection is set based on the operation (step S14), and further, step S1 is performed.
In step 5, an area is set within 1 km from this particular intersection, and the routine ends. Further, step S6
If it is determined that the intersection designating switch 17 has not been operated, the area is set in all the areas on the current display screen, and the routine proceeds to a routine every 30 minutes (step S18 in the flowchart of FIG. 8). I do.

The above is the control in the area setting routine. In this way, by setting the area based on the intention of the occupant of the host vehicle, the occupant can more reliably obtain information on the point that he / she most desires.

Returning again to the flowchart of FIG. 8, after the execution of the area setting routine in step S3 or the execution of the routine every 30 minutes in steps S18 and S19, the process proceeds to step S4, where the frequency setting routine is executed. Execute

Here, the control in the frequency setting routine will be described with reference to the flowcharts of FIGS.

This frequency setting routine is a routine for setting a designated frequency of an information signal transmitted from another vehicle which has received a request signal from the own vehicle. The frequency setting control will be specifically described for each of the four routines.

First, in the frequency setting routine (A) shown in FIG. 10, the frequency "f2" unique to the mobile communication device mounted on the vehicle stored in the ROM 36 (see FIG. 4) is read (FIG. 4). Along with step S1), it is determined whether a request signal from another vehicle having a response command requesting transmission of an information signal at a frequency close to this frequency "f2" has been received within the past 5 seconds (step S1). S2). Here, when such a request signal is not received, there is no possibility of batting between the information signals, so this unique frequency “f2” is adopted as the return frequency, and the routine ends.

On the other hand, if it is determined in step S2 that the request signal has been received, there is a possibility that the information signals are batting with each other.
Waits for 10 seconds to elapse, returns to step S2 after elapse of 10 seconds, and determines again whether a request signal has been received. This control is repeated until it is determined that the request signal has not been received within the past 5 seconds, and when it is determined that the request signal has not been received, the frequency “f2” is set as the transmission frequency.

In the frequency setting routine (B) shown in FIG. 11, first, in step S1, the return frequency "f2" is determined by a random number within a predetermined range. Thereafter, in step S2, the frequency “f” is set within the past 5 seconds.
It is determined whether a request signal from another vehicle having a reply command requesting transmission of an information signal at a frequency close to "2" has been received. Here, when such a request signal is not received, there is no possibility of batting between the information signals, so this unique frequency “f2” is adopted as the return frequency, and the routine ends.

On the other hand, if it is determined in step S2 that the request signal has been received, there is a possibility that the information signals may be batting.
At the return frequency “f” within a predetermined range by using a random number.
After the determination of "2" is made again, the process proceeds to step S2, where it is determined whether or not a request signal that has issued a response command at a frequency close to the frequency "f2" determined again has been received within the past 5 seconds. If not, the frequency "f2"
Is determined as the return frequency, and the routine ends. On the other hand, if it is determined that the signal has been received, a new return frequency “f2” is determined again by a random number within a predetermined range in step S3, and the process returns to step S2 to repeat the control. Then, within the past 5 seconds, the frequency “f”
When it is determined that the request signal for issuing the reply command has not been received in "2", the frequency "f2" at that time is determined as the reply frequency, and the routine ends.

In the frequency setting routine (C) shown in FIG. 12, first, at step S1, a plurality of natural frequencies "f2a" and "f2" stored in the ROM 36 in advance.
b "and" f2c ". Next, in step S2, the above-mentioned frequencies “f2a” to “f2c” are respectively positioned as first to third candidates for the transmission frequency. It is determined whether or not a request signal from another vehicle having a reply command requesting transmission of an information signal at a close frequency has been received. Here, when the request signal is not received, there is no possibility of batting between the information signals, so this unique frequency “f2a” is adopted as the return frequency, and the routine is ended.

On the other hand, if it is determined in step S2 that the request signal has been received, there is a possibility that the information signals may be batting. Therefore, first in step S3, each of the frequencies "f2a" to "f2c" Is read out. Here, at first, only the frequency “f2a” of the first candidate is read out, and the frequencies “f2b” and “f2c” of the second and third candidates are not read out. “F2b” is read, and the process returns to step S2.
Then, in step S2, it is determined whether or not a request signal having issued a response command at the frequency “f2b” of the second candidate is received. If it is determined that the request signal is not received, the frequency “f2b” is determined. The response frequency is set and the routine ends.

On the other hand, the frequency “f” of the second candidate
2b ", the process returns to step S3, and
In 4, the frequency “f2c” of the third candidate is read, and the determination in step S2 is performed again. Here, if it is determined that the request signal at the frequency “f2c” of the third candidate is not received, this frequency “f2c” is set as the return frequency, and the routine ends.

On the other hand, in step S3, all of the frequencies "f2a" to "f2c" are read out. If it is determined that none of these frequencies can be used as the transmission frequency, the process proceeds to step S5, and the process proceeds to step S5. It waits until the elapse of seconds, and after 10 seconds, determines again whether or not the frequency can be adopted as the return frequency in order from the first candidate frequency “f2a” to the third candidate frequency “f2”.

The above is the description of the frequency setting routine.
As described above, by requesting the provision of information by designating the return frequency “f2”, a person who desires to obtain the information can obtain the most desired information even in an environment where many information signals fly. Can be reliably obtained.

Returning to the flowchart of FIG. 8 again, when the frequency setting in step S4 is completed, in step S5, a request signal is transmitted from the own vehicle to another vehicle to request transmission of an information signal. Along with
After transmitting the request signal, the process waits for a predetermined time “T2” (for example, 5 seconds) (step S6). As shown in FIG. 17, the request signal includes the I
D, area information, return frequency “f2”, position information and traveling direction information of the own vehicle, and the like.

After the elapse of the predetermined time "T2", in step S7, it is determined whether or not there is a return signal having another vehicle ID at the transmission frequency "f2" specified in the request signal. Here, if it is determined that there is a reply signal, this reply signal is not the information signal originally requested by the own vehicle, but it is possible to batting this reply signal and the information signal transmitted in response to the own request. In this case, the process returns to step S5 to transmit the request signal again (steps S5, S6, and S7), and returns a response signal having another vehicle ID at the transmission frequency "f2". The above control is repeated until it is determined that there is no response. When the determination is made, the process proceeds to step S8 to receive a reply signal.

That is, in step S8, it is determined whether or not a reply signal (information signal) at the reply frequency "f2" having the ID of the own vehicle has been received. Here, when a reply signal is received, in step S9, the traffic condition in the single area is calculated from the reply signal. Thereafter, the process proceeds to step S10, in which it is determined whether there is a next area for which an information signal is desired to be obtained in addition to the area in which the traffic condition is calculated. Then, if there is no next area, step S11 is performed as it is.
If there is a next area, step S
Then, the process returns to step S5 to receive a reply signal in the next area and calculate a traffic condition based on the reply signal (steps S5 to S9). As long as the next area exists, the above control is sequentially repeated to calculate the traffic conditions for all areas, and then the process proceeds to step S11.

If it is determined in step S8 that no reply signal has been received (ie, no reply signal has been received from the target area).
In step S10, the process proceeds from step S10 to step S5, and the same control as above is repeated (step S5 to step S5).
9) The traffic condition is calculated for each of the areas for which the return signal has been received among all the areas for which the information signal is desired to be obtained, and the process proceeds to step S11. The calculation of the traffic conditions in all areas is completed by executing the above steps S5 to S10.

Next, in step S11, the display or notification of the traffic condition according to the above-mentioned calculation contents is performed on the display, and if there is no reply signal from another vehicle, the display or notification is performed. .

Here, the way of displaying the traffic situation is shown in FIG.
This will be specifically described based on the flowchart shown in FIG.

First, the display screen on the display is updated every minute (step S1). Within the display update time, first, the RAM 3 is updated in step S2.
The road displayed on the display is calculated from the current position data read out from Step 5 (see FIG. 4) and the set scale.

Next, in step S3, for each road (unit), a vehicle having position coordinates corresponding to the road (that is, a vehicle running on the road) or data relating to the position coordinates is stored. Vehicle (ie, a vehicle that ran on the road within 30 minutes before the present)
Then, information such as the vehicle speed, the traveling direction, the position coordinates, and the traffic jam history obtained from the RAM 35 is read from the RAM 35 (see the return signal data in FIG. 18).

Next, in step S4, it is determined whether there is data to be displayed. If the number of data is one or more, it is determined in step S5 whether the road is congested. For this traffic congestion determination, for example, a traffic congestion determination based on a simple majority decision based on a plurality of data or a traffic congestion determination taking into account the reliability of the number of data is used.

If it is determined in step S5 that the traffic is congested, the road is displayed in a caution color red (or emphasized color) (step S5).
7). If it is determined that there is no traffic jam, the road is displayed in a safe color of blue (or normal color) (step S6). On the other hand, in step S4,
If it is determined that there is no data to be displayed, the road may be displayed in white (or a color slightly darker than the normal color) as a display in which the traffic congestion information is not taken into consideration, or the following “estimation processing” Is displayed based on the estimation result (step S8).

Next, in step S9, it is determined whether or not there is another road (unit) to be displayed other than the above road (unit).
Is repeated to display the road, and the display returns when all the roads (units) have been displayed.

As described above, by changing the display color of the road according to the presence or absence of traffic congestion, the occupant can easily identify the presence or absence of traffic congestion on the displayed road. An example of such a road display is shown in FIG. In FIG. 23, the road displayed portion of non-diagonal lines indicated by the symbol C ₁ is a free path segment of congestion, in the above control example is a portion to be displayed in blue. The road display portion of the positive slope indicated by the symbol C ₂ is a road section with the traffic congestion, in the above control example is a portion to be displayed in red. further,
Road display portion of the left-side up hatching indicated by the symbol C ₃ is a free road parts of the data, in the above control example is a portion displayed in white.

Here, the "estimation process" will be described based on the flowchart shown in FIG. This "estimation process" is a control in a case where there is no data on a road (unit) to be displayed due to, for example, a failure to receive an information signal. Is estimated, and the display is made identifiable based on the estimation result.

That is, first, in step S1 of FIG. 14, it is determined whether or not there is data indicating traffic congestion in a road within a time range within 40 minutes before the present time. Here, when it is determined that the traffic data exists, it is estimated that the road (unit) is not currently congested, and the road (unit) is displayed in blue (or normal color) (step S4).

On the other hand, when it is determined in step S1 that there is no traffic congestion data within 40 minutes before, in step S2, data indicating traffic congestion on the road within a time range within 50 minutes before the present time is further obtained. It is determined whether or not it exists. Here, when it is determined that the traffic congestion data exists, it is estimated that the road (unit) is still in a traffic congestion state, and the road (unit) is red (or emphasized color).
On the other hand, if it is determined that there is no congestion data, the road (unit) is displayed in white (or a color slightly darker than the normal color) (step S3).

As described above, when there is no data at the present time, instead of displaying all roads as roads without considering traffic congestion information, display is performed by estimation based on past traffic congestion information. However, the range of roads on which no traffic congestion information is added is reduced, and the reliability of the information is increased accordingly.

Returning to the flowchart of FIG. 8, the control from step S1 to step S11 transmits a request signal from the own vehicle, receives an information signal from another vehicle which has received the request signal, and displays it on the display. The control is performed until the occupant of the own vehicle can use the display information to guide the route of the own vehicle.

The control in steps S12 to S17 described below is performed when the own vehicle is in a traffic jam and the traffic information is transmitted regardless of the presence or absence of a request signal from another vehicle (for example, This is a transmission control in a case where the own vehicle is voluntarily informed of the traffic jam to other vehicles. That is, in step S12, it is determined whether or not the vehicle is currently congested.
It is determined whether or not a predetermined time “T3” (for example, 10 minutes) has elapsed, and if it has elapsed, the transmission frequency “f3”
To transmit a transmission signal regarding traffic congestion (step S1).
6). That is, the transmission is repeated every predetermined time “T3”.

On the other hand, if the predetermined time “T3” has not elapsed, it is next determined in step S13 whether or not the traffic congestion notification switch has been operated. Then, a transmission signal related to traffic congestion is transmitted at the transmission frequency “f3” (step S16).

After the transmission of the transmission signal relating to the traffic congestion at the transmission frequency "f3", or when the traffic congestion notification switch is not operated, an accident switch for notifying the occurrence of an accident such as a traffic accident in step S14. It is determined whether or not has been operated twice. here,
The reason for the two operations is that the "two operations" has the meaning of an intention to indicate "I want to notify the traffic congestion sooner". If the accident switch is operated twice, the transmission is performed. A transmission signal related to traffic congestion at frequency “f3” is transmitted (step S117).

Note that steps S12 to S17
Is controlled, for example, when a vehicle at the head of traffic congestion wants to relay the current traffic congestion information to another vehicle behind it, relaying the current traffic congestion information to an oncoming vehicle. This is a control suitable for (see FIG. 3). Also,
As the transmission signal data transmitted at the transmission frequency “f3”, for example, the data shown in FIGS. 19 and 20 can be considered.

The above is the control on the side of the vehicle that desires to obtain an information signal such as traffic congestion information from another vehicle by transmitting a request signal.

Next, collection control of traffic congestion information and the like on the vehicle side, which receives a request signal from another vehicle and transmits information on the congestion status and the like owned by itself to the other vehicle, is shown in FIG. This will be described based on the flowchart shown in FIG.

After the control is started, first, in steps S1 to S3, the current position is calculated based on the GPS signal every 5 seconds, and the calculated current position is stored in the RAM.

Next, in steps S4 to S7, every three seconds, the vehicle speed is calculated from the output value of the vehicle speed sensor, and the traveling direction is calculated from the output value of the gyro.
Both the vehicle speed and the traveling direction are stored in the RAM.

Further, in step S8, it is assumed that the traffic congestion is determined every predetermined time "1 minute". In the case before the predetermined time elapses, after the predetermined time elapses and when the vehicle speed is 15 km or less, and when the vehicle speed is Judgment of more than 15 kg
If it does not continue for more than “times”, both are determined to be “non-congestion” (steps S9 to S10 and step S1).
7).

Next, at step S11, the vehicle speed 1
It is determined whether or not the determination of 5 km or less has been made 5 times or more consecutively (that is, whether or not the state of the vehicle speed of 15 km or less has continued for 5 minutes or more). If the predetermined number of times is five, in step S12, a point at which the vehicle speed has decreased to 15 km or less, the traveling direction and the time are calculated, and these are stored in the RAM. The judgment is made and this traffic congestion information is also stored. On the other hand, the predetermined number of times is 5
If the number of times is equal to or greater than the number of times, in step S18, the continuous elapsed time of the traffic jam, the current location, the current vehicle speed, the traveling direction, and the current time are calculated and stored.

Next, when data from another vehicle at the frequency "f2" corresponding to the request signal is received, and data at the spontaneous frequency "f3" from the oncoming vehicle not responding to the request signal are transmitted from the other vehicle. If received, the received data is stored in the RAM (steps S13 to S19). Thus, the storage of all data received by the own vehicle is completed.

When the data storage is completed, it is determined in step S15 whether or not there is data in the RAM 30 minutes or more ago. Here, if there is data more than 30 minutes ago, the reliability of the data is already low in consideration of the ever-changing traffic conditions. Then, the process returns (step S16).

The above is the control of collecting traffic jam information and the like.

Control of replying information in response to the request signal Finally, in response to the request signal, a reply control in the vehicle which transmits the information held by itself to the vehicle which transmitted the request signal as a reply signal is performed. This will be specifically described based on the flowchart shown in FIG.

After the control is started, first, a precondition for signal transmission is determined. That is, when the control means is busy (step S1), when the cancel switch is ON (step S2), and when the request signal "f1"
Is not received (step S3), it is assumed that no signal is transmitted, and the process returns.

On the other hand, if the above conditions are not satisfied, that is, if the control means is not busy, the cancel switch is not operated, and the request signal is received, the step The process shifts to transmission control of a reply signal in S4 and subsequent steps.

That is, first, in step S4, it is determined whether or not the own vehicle is currently present in the area designated by the request signal from another vehicle. Here, when it is determined that the own vehicle does not exist in the designated area (when the vehicle is outside the designated area), in step S5, it is determined whether or not the data in the designated area is held (ie, If there is data obtained in the area in the past), and if the data is held,
The target data is read out of the stored data, and a reply signal is created based on the data (step S).
6) When the creation of the reply signal is completed, the reply signal is transmitted to another vehicle at the reply frequency “f2” specified by the request signal (step S7 and step S7).
8).

On the other hand, if it is determined in step S4 that the own vehicle is present in the designated area,
It is determined whether or not a reply signal relating to the current state of the host vehicle can be transmitted, and an information signal at the present time and an information signal based on stored data are selected and transmitted.

That is, when the parking brake is operated (step S9), when the hazard switch is operated (step S10), when the turn signal switch is operated (step S11), and when the GDO is operated.
If the position information of the own vehicle calculated by P is incorrect (step S12), in both cases, it is determined whether the vehicle is stopped due to traffic congestion or not (for example, a parked stop). Cannot be performed, and erroneous information may be transmitted.
At 8, it is determined whether or not the accident switch has been operated. If the accident switch is not operated, the information signal at the present time is not transmitted, and the information signal based on the stored data is transmitted. First, in step S5, the data in the designated area is held. Is determined, and if the data is held,
The target data is read out of the stored data, and a reply signal is created based on the data (step S).
6) When the creation of the reply signal is completed, the reply signal is transmitted at the reply frequency "f2" specified by the request signal (steps S7 and S8).

On the other hand, in step S18,
If it is determined that the accident switch has been operated, it is determined in step S14 whether or not the own vehicle is in the same traveling direction as the other vehicle that has transmitted the request signal. Since the information of the vehicle can be effectively used in the other vehicle, a reply signal relating to the current state of the own vehicle is created in this case (step S15) and transmitted at the frequency “f2” (step S5 → step). S7 → Step S8). In addition, as a result of the determination in step S14, when the traveling directions of the own vehicle and the other vehicle are opposite, the target data from the stored data (that is, when the traveling direction is the opposite direction). Is read out, a reply signal is created, and this is transmitted as a reply signal (step S5 → step S5).
6 → Step S7 → Step S8).

On the other hand, when the parking brake is not operated (step S9), the hazard switch is not operated (step S9).
In 10), if all the conditions are satisfied that the turn signal switch is not operated (step S11) and the position information of the own vehicle is accurate (step S12),
Move to step S13. Then, this step S1
In 3, it is determined whether or not the own vehicle is stopped, and if not stopped, it is further determined in step S14 whether the own vehicle is in the same traveling direction as the other vehicle that has transmitted the request signal, When the traveling direction is the same, the information of the own vehicle can be effectively used in the other vehicle. In this case, a reply signal relating to the current state of the own vehicle is created (step S15), and this is set to the frequency "f2".
(Step S5 → Step S7 → Step S8).

On the other hand, if the result of determination in step S14 is that the traveling directions of the own vehicle and the other vehicle are opposite, the target data (that is, the traveling direction) is selected from the stored data. Is read in the opposite direction) to create a reply signal and transmit it as a reply signal (step S5 → step S6 → step S7 → step S8).

On the other hand, in the determination in step S13,
If it is determined that the current vehicle is stopped, it is determined in step S16 whether or not the current position is a point less than 1 km from the intersection (that is, whether or not the vehicle is likely to be stopped due to traffic congestion). And 1
If it is determined that the point is less than a kilometer, it is further determined in step S17 whether or not the host vehicle is currently in a traffic jam. And the current position is 1 from the intersection
If it is a point that is more than 1 km away from the intersection, and if it is determined that the current position is less than 1 km from the intersection and that it is not in a traffic jam, the process proceeds to step S14, and both the own vehicle and the other vehicle The traveling direction is determined. If the traveling directions are the same, a reply signal relating to the current state of the host vehicle is created (step S15), and transmitted at the frequency “f2” (step S5 → step S7 →). Step S8).
When the traveling direction is the reverse direction, target data (that is, data when the traveling direction is the reverse direction) is read out from the stored data, and a reply signal is created. It is transmitted as a reply signal (step S5 → step S6 → step S7 → step S8).

On the other hand, in step S17,
If it is determined that the current vehicle is in the traffic jam, it is determined in step S18 whether or not the accident switch has been operated. If the accident switch has not been operated, the data in the designated area is determined in step S5. It is determined whether or not the data is held. If the data is held, the target data is read out of the stored data, and a reply signal is created based on the data (step S6). When the creation of the reply signal is completed, this reply signal is changed to the reply frequency “f” specified by the request signal.
2 "(steps S7 and S8).

If the accident switch is operated, it is determined in step S14 whether or not the own vehicle is in the same traveling direction as the other vehicle which has transmitted the request signal. Since the information of the own vehicle can be effectively used in the other vehicle, in this case, a reply signal relating to the current state of the own vehicle is created (step S15) and transmitted at the frequency “f2” (step S5 →). Step S7 → Step S
8). On the other hand, as a result of the determination in step S14, if the traveling directions of the own vehicle and the other vehicle are opposite, target data (that is, if the traveling direction is the opposite direction) from the stored data. Is read out, a reply signal is created, and this is transmitted as a reply signal (step S5 → step S6 → step S7 → step S8).

The above is the control of the information return in response to the request signal. In this way, by selecting the reply signal according to the current state of the own vehicle and transmitting it to the other vehicle, in the other vehicle receiving the reply signal,
More reliable information can be obtained.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a communication state using a mobile communication device according to the present invention.

FIG. 2 is a conceptual diagram showing a communication state using the mobile communication device according to the present invention.

FIG. 3 is an explanatory diagram of a communication mode in the mobile communication device according to the present invention.

FIG. 4 is a functional block diagram of a mobile communication device according to the present invention.

FIG. 5 is an explanatory diagram of a configuration of a display in the mobile communication device according to the present invention.

FIG. 6 is an explanatory diagram of an antenna applied to the mobile communication device according to the present invention.

FIG. 7 is an explanatory diagram of an antenna applied to the mobile communication device according to the present invention.

FIG. 8 is a control flowchart of the mobile communication device according to the present invention.

FIG. 9 is a control flowchart of the mobile communication device according to the present invention.

FIG. 10 is a control flowchart of the mobile communication device according to the present invention.

FIG. 11 is a control flowchart of the mobile communication device according to the present invention.

FIG. 12 is a control flowchart of the mobile communication device according to the present invention.

FIG. 13 is a control flowchart of the mobile communication device according to the present invention.

FIG. 14 is a control flowchart of the mobile communication device according to the present invention.

FIG. 15 is a control flowchart of the mobile communication device according to the present invention.

FIG. 16 is a control flowchart of the mobile communication device according to the present invention.

FIG. 17 shows request signal data in the mobile communication device according to the present invention.

FIG. 18 shows reply signal data in the mobile communication device according to the present invention.

FIG. 19 shows transmission signal data in the mobile communication device according to the present invention.

FIG. 20 shows transmission signal data in the mobile communication device according to the present invention.

FIG. 21 is an explanatory diagram of a road display in the mobile communication device according to the present invention.

FIG. 22 is an explanatory diagram of a road display in the mobile communication device according to the present invention.

FIG. 23 is an explanatory diagram of a road display in the mobile communication device according to the present invention.

FIG. 24 is an explanatory diagram of a signal transmission / reception form in a conventional general mobile communication device.

[Explanation of symbols]

1 is own vehicle (own mobile), 2 is another vehicle (other mobile), 3
Is a control means, 4 is a receiving means, 5 is a transmitting means, 6 is an antenna, 7 is a route guidance input means, 8 is a map memory, 9 is detection information, 10 is switch information, 11 is a manual switch, 12 is a display, 13 Is a buzzer, 15 is a touch panel, 16 is a range designation switch, 17 is an intersection switch, 20
Is a joystick, 21 is an accident switch, 23 is a cancel switch, 31 is a vehicle position / traveling direction / speed calculation unit, 32 is a transmission / reception signal processing unit, 33 is a transmission / reception prohibition processing unit, 34 is a random number generation unit, 35 is a RAM, 36 is a ROM,
37 is a timer.

Claims (7)

[Claims] 1. A transmitting means mounted on a mobile unit and transmitting a radio signal, and a control unit for controlling the transmitting unit to transmit a request signal for requesting another mobile unit to transmit an information signal. Means, and a communication device for a mobile body, comprising: a receiving means for receiving an information signal from the other mobile body, comprising: a frequency setting means for setting a desired frequency of the radio signal; A communication device for a mobile unit, wherein the request signal includes information for causing the other mobile unit to transmit the information signal at the frequency set by the frequency setting unit, and the request signal is transmitted by the transmission unit. . 2. The mobile communication device according to claim 1, wherein the frequency setting means selects and sets a desired frequency from frequencies randomly set within a predetermined range. 3. The frequency setting means according to claim 2, wherein the frequency setting means, when receiving a request signal from the other mobile unit within a predetermined time before transmitting the request signal, incorporates the request signal from the other mobile unit. A communication device for a mobile object, wherein a frequency different from the set frequency is set. 4. The mobile communication device according to claim 1, wherein the control unit controls the transmission unit to transmit the request signal at a preset frequency. 5. The mobile communication device according to claim 1, wherein the desired frequency is a unique frequency set individually for the mobile communication device. 6. The control unit according to claim 5, wherein the control unit receives a request signal from the other mobile unit in which information for transmitting the information signal at the same frequency is transmitted within a predetermined time before the transmission of the request signal. A communication device for a mobile unit, wherein transmission of a request signal by the transmission unit is sometimes delayed. 7. The method according to claim 1, wherein the frequency setting means has a plurality of frequency data set in advance and selects one of the plurality of frequencies according to a predetermined rule. Mobile communication device.