JP2006107521A - Mobile communication equipment - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To automatically recognize other approaching vehicles during traveling by exchanging position information between vehicles. <P>SOLUTION: An automobile 1 is provided with six DSRC (dedicated short range communication) communication devices 2a to 2f (four corners, left and right) to form a rectangular communication area 18 around. The automobile 1 is provided with display devices 4a to 4d, a position detector 5 for detecting its own position and CCD cameras 7a to 7d for photographing the surroundings. A communication ID code that can mutually be ordered is set in each vehicle, and when the communication ID code is transmitted to a corresponding pilot slot of a communication frame corresponding to the value of a first digit to find no contact, data is transmitted to a corresponding communication slot. When there is contact, the ID code is transmitted to a recovery slot corresponding to the value of a second digit to determine allocation of a communication slot. By reliable communication preventing interference, position information is exchanged even between and among a plurality of vehicles and displayed on a display device so that a close range can be determined to emit a warning or the like. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a mobile communication device that communicates with another mobile communication device that exists in its own communication area.

  There are the following configurations for preventing a rear-end collision with a vehicle ahead when the vehicle is traveling, or for keeping the inter-vehicle distance above a certain level. That is, for example, there is a forward vehicle detection type radar that transmits electromagnetic waves, measures the reflection time thereof, and measures the distance from the forward vehicle. Moreover, the same method is used, and an attempt is made to detect a plurality of vehicles using reflection of electromagnetic waves.

  The method using the reflected wave can detect front and rear vehicles, but cannot grasp the positions of surrounding vehicles. In order to exchange information between vehicles on ordinary roads, it is necessary to overcome various noise factors and to communicate with multiple vehicles. There is no way to reliably know what vehicle is traveling in which position. Therefore, it is insufficient as safe driving information (automatic driving information) for the driver.

  In addition, in order to realize communication between vehicles in this way, it is necessary to provide some kind of relay equipment on the road or on the road side. Therefore, a large amount of capital investment is required to realize this, and it may be difficult to achieve this.

  The present invention has been made in view of the above circumstances, and an object thereof is related to a narrow area communication method capable of reliably communicating without mutual collision between moving bodies, and can perform transfer of position information of the moving bodies. Another object of the present invention is to provide a mobile communication device that can automatically recognize other mobile objects that are approaching during movement.

  According to the first aspect of the present invention, in order to communicate with another mobile unit existing in the communication area, the position detection unit detects its own position, and the position detection signal is transmitted by the transmission / reception unit. Receives position detection signals transmitted from other mobile objects existing in the area, determines the relative position of the other mobile objects in the communication area with respect to its own position by the position determination means, and notifies other movements by the notification means. Since the information on the position of the body is notified, even if another moving body exists in the communication area associated with the movement of the moving body, the relative position is obtained by exchanging the position information with the mobile body communication device. Can be recognized, and can be moved while recognizing the relationship with other moving objects existing in the vicinity.

  In this case, when the moving body is a vehicle such as an automobile, it is possible to recognize the vehicles existing around the vehicle when traveling and to improve safety and convenience for traveling by exchanging information. become able to. In addition, when the moving body is a mobile robot, it is possible to perform movement control while transferring information while recognizing the relationship with other mobile robots that exist in the surroundings. It becomes possible to perform high operation. Furthermore, when a human being moves as a mobile object with a mobile communication device, it is possible to recognize other people around the communication area and exchange information. As a result, convenience can be improved.

  According to the invention of claim 2, in the invention of claim 1, the notification means is a display means for visually recognizing the position of another moving body. It can be visually recognized, and the convenience can be improved.

  According to the invention of claim 3, in the invention of claim 1 or 2, the position detection means is configured to detect the position of itself by receiving the position detection signal from the GPS satellite, so the current position is determined. A position detection signal to be recognized can be easily obtained using existing equipment.

  According to the invention of claim 4, in the inventions of claims 1 to 3, since the vehicle is the object and the communication area is set to a predetermined range centered on the vehicle, Recognize other vehicles in the communication area of the vehicle to improve driving safety, and exchange information with these other vehicles to provide information that cannot be obtained only with your own vehicle. As a result, it is possible to improve convenience when traveling.

  According to the invention of claim 5, in the inventions of claims 2 to 4, the transmission / reception means is configured to provide a plurality of antennas and provide a communication area with a plurality of detection areas around the vehicle. By combining the detection areas set by the antennas, it is possible to set an appropriate communication area for securing a desired communication area and contributing to improvement in safety.

  According to the invention of claim 6, in the invention of claim 5, when the position determination means obtains the relative position of another moving body based on the position detection signal, the position detection of the plurality of antennas is performed. Since the position information of the antenna that received the signal is also referenced, even if the position detection signal contains an error, the position is determined after recognizing that there is a moving object in the detection area of the antenna that received the signal. Since it can be determined, it is possible to prevent erroneous detection and improve position detection accuracy.

  According to the invention of claim 7, in the invention of claim 5 or 6, the relative distance is calculated from the relative position of the other moving body determined by the position determination means, and the relative distance is a predetermined safety zone. Since it is configured to notify the notification means when the distance is less than or equal to the distance, the position of another vehicle closer to the vehicle driver or the like than the safety zone can be quickly recognized by notification of the notification means. There is no need for the user to determine the approaching state from the distance information, and safety can be improved.

  According to the invention of claim 8, in the inventions of claims 5 to 7, it is possible to limit the number of communicating units by changing the communication sensitivity setting according to the number of other communicable vehicles existing in the communication area. Therefore, when the number of communication partners increases and it takes time to control communication, it is possible to reliably perform communication only with vehicles in close range. Further, the setting of the communication sensitivity can be changed corresponding to the traveling speed of the vehicle.

  According to the invention of claim 9, in the inventions of claims 2 to 8, the display control means displays the relative position of the other moving body on the display means as viewed from above with the position of the own vehicle as the center. As a result, the user can objectively recognize the driving state of the surrounding vehicle from the upper viewpoint in the display state of the display means, and the relative positional relationship can be seen as if the user is looking at the map. Since it can be recognized, a sense of distance can be easily grasped.

  According to a tenth aspect of the present invention, in the above-described second to ninth aspects, the periphery of the vehicle is photographed by the imaging means, and the photographed image is displayed on the display means together with the positional information by the position judging means. As a result, the detected position information can be viewed together with a photographed image that is easy to visually recognize, and can be easily recognized intuitively.

  According to the invention of claim 11, in the invention of claim 10, the transmission / reception means is configured to transmit the vehicle type information of the own vehicle together with the own position detection signal, and the storage means is provided to provide a three-dimensional vehicle. Image data for generating an image and image data for generating a running road shape or road-side shape are stored, and the surrounding image based on the surrounding image taken by the imaging means by the virtual image generating means Since the vehicle and road existing inside are identified and the corresponding one is synthesized from the image data of the storage means and displayed on the display means, the visual image is also displayed by the synthesized virtual image in addition to the actual image. Can recognize.

  According to the invention of claim 12, in the invention of claim 11, the virtual image generating means is configured to generate a virtual image with a different viewpoint according to a change in viewpoint setting and display the virtual image on the display means. Therefore, it is possible to visually recognize the position information of the surroundings not only from the viewpoint from above or the viewpoint of the driver of the vehicle, but also from the viewpoint that cannot actually be seen. Even if a moving object existing in front or behind it is difficult to see visually, it can be easily recognized by moving the viewpoint, so that safety can be improved. Become.

  According to the invention of claim 13, in the invention of claim 11 or 12, the virtual image generating means is based on the position information obtained by the position detecting means and the position judging means when the photographing of the surrounding image by the imaging means is interrupted. Since the virtual image corresponding to the surrounding image is estimated and displayed on the display means, it is obtained not only simply by replacing the actual image with the virtual image but also obtained by communication processing such as position information by the position determination means. When displaying information not only inside the vehicle but also outside the vehicle, even if the transmission of image information is temporarily interrupted due to changes in the communication status, etc. Instead, it can be complemented by combining and displaying a virtual image based on position information, etc. Ukoto so that it is.

  According to the invention of claim 14, in the inventions of claims 4 to 13, since the transmission / reception means is configured to be able to transmit the position detection information of another mobile body, only the mobile body existing in its own communication area is provided. Rather, by communication processing with the mobile body that performs the communication, communication information with another mobile body that is outside the communication area of the mobile body and that exists within the communication area of the mobile body that is performing communication Will also be able to get.

  According to the invention of claim 15, in the invention of claim 14, the position determination unit is configured to detect a mobile unit existing outside its own communication area based on the position detection information of another mobile unit received by the transmission / reception unit. Since the relative position is obtained and the relative position of the other mobile object is displayed on the display means, other mobile objects that are not present in the own communication area are also present in the own communication area. By obtaining the position information through the mobile body, it is possible to display and recognize the position information on the display means, and it is possible to obtain the position information and the like in a wide range connected by overlapping communication areas.

  According to a sixteenth aspect of the present invention, in the above fourteenth and fifteenth aspects, the position determination means is based on position information in an extended communication area that is continuous through the communication area of another mobile unit existing in the communication area. Since the travel range of the moving body is estimated and recognized as traffic jam information, when there is a traffic jam where the mobile bodies are close to each other, there is an expanded communication area that is connected to each other by overlapping communication areas. , Because it can be recognized that the moving body is stagnating, the driver can recognize how far the stagnant state continues, It can be applied to estimating a required time or searching for a route so as to avoid a congested road.

  According to a seventeenth aspect of the present invention, in the above-described fourteenth to sixteenth aspects, the position determination means includes position information in an extended communication area that is continuous through the communication area of another mobile unit existing in the communication area, and Based on the travel information, the range where the travel speed of the moving body is traveling below the specified speed within the expanded communication area is estimated and recognized as traffic jam information, so it is located near the beginning of the traffic jam It becomes possible to recognize a range where the moving body is less than the specified speed that can be estimated that the traveling speed is out of the traffic jam as the traffic jam occurrence range.

(First embodiment)
Hereinafter, a first embodiment in which the present invention is applied to a radar mounted on an automobile will be described with reference to FIGS.

  FIG. 1 schematically shows an overall configuration, and a vehicle 1 such as an automobile which is a moving body is illustrated by taking a passenger car as an example. DSRC (Dedicated Short-Range Communication) communication devices 2a to 2f are arranged at six locations on the front and rear, left and right corners and both sides of the vehicle 1. The six DSRC communication devices 2a to 2f are for performing narrow-area communication. For example, a communication area that is a communicable range is set to about 30 m. These six DSRC communication devices 2a to 2f are connected to the vehicle-to-vehicle communication controller 3, and the communication control is integrated.

  Display devices 4 a to 4 d are arranged at four locations in the passenger compartment 1 a of the vehicle 1. In addition, a GPS receiver 5 and a wide area communication device 6 as a position detector are disposed in the dashboard 1b portion. Further, four CCD cameras 7a to 7d capable of photographing the front, rear, left and right are arranged on the ceiling portion of the passenger compartment 1a. These CCD cameras 7a to 7d are connected to an image controller 8 to control output of captured image data.

  Next, the electrical configuration will be described with reference to FIG. The data controller 9 for comprehensively controlling the narrow area communication includes a storage unit such as a CPU, a ROM, and a RAM, an input / output control interface, and the like. This is a configuration having functions such as a determination means. The data controller 9 is connected to the DSRC communication devices 2a to 2f via the vehicle-to-vehicle communication controller 3 described above, is connected to the GPS receiver 5 and the wide area communication device 6, and is connected to the CCD via the image controller 8. Cameras 7a to 7d are connected.

  In addition, display devices 4 a to 4 d are connected to the data controller 9 via an image generator 10 and a display data controller 11. A database 12 is connected to the image generator 10 so that data relating to various images can be read out. The database 12 includes a road shape database 12a, a contour line database 12b, a three-dimensional vehicle shape database 12c, and a texture database 12d.

  The image generator 10 uses road shape data for generating an image stored in the database 12, contour map, vehicle shape data traveling around, and textures such as plant vegetation as data, and displays them. The virtual image data is generated. At this time, the virtual image to be generated is created by a three-dimensional projection method, and the data that is insufficient at this time can be downloaded from the outside through, for example, the wide-area communication device 6. .

  As will be described later, the position of the vehicle is the position coordinate, the vehicle shape is the model data of the vehicle, the road is extracted from the captured images of the CCD cameras 7a to 7d, or the road image data is read, and the relationship between the road and the vehicle is simply determined. Can be displayed. In addition, if the positional relationship between the vegetation of trees, the position of structures, rivers, lakes, etc. can be determined from the results of sampling the surrounding conditions from the images taken by the CCD cameras 7a-7d or digital map data, the roads in the landscape It is possible to simulate how each vehicle is running. For the generation of an image, a ray tracing method, a von shading method, a Z buffer method, or the like is used.

  The image generator 10 can extract a road shape, vehicle shape, vegetation, and the like from the captured images of the CCD cameras 7a to 7d and replace them with shape data to generate an image three-dimensionally. The image generator 10 is configured such that a similar image generator 10 can be easily added when the processing capacity becomes insufficient.

  The display data controller 11 performs processing such as switching the generated image (or a plurality of processes) to a live-action image, superimposing, partly taking a photograph, and partly making a composite image. Thereby, it is possible to create a bird's-eye view by transitioning from an actual photograph of the CCD cameras 7a to 7d to a landscape created with various shape data while superimposing an image (composition image). Thereby, the user can see the display result of the surrounding situation radar without feeling uncomfortable, and can easily grasp the surrounding situation.

  The display devices 4a to 4d include a display controller 13 and a display 14, and the display controller 13 displays an image corresponding to the display data when the display data is supplied from the display data controller 11. It has become.

  These display devices 4a to 4d can display different images by transferring different data from the data controller 9 to each of the display devices 4a to 4d. It is possible to grasp from various perspectives.

  The data controller 9 is connected to the user input / output controller 15 through an interface, and monitors the user's operation to perform the operation desired by the user. Further, an external device controller 17 is connected to the data controller 9 via a data determination in-vehicle LAN controller 16, and the operation of other external devices disposed in the vehicle based on the detected position information is controlled. It also has a configuration to control.

  Note that the data controller 9 is provided with a plurality of data controllers 9 in order to prevent the processing capability from being lowered even when a communication device or other device connected thereto is added. It is configured to work.

  FIG. 3 shows a narrow communication area 18 set in a square shape around the vehicle 1, and the narrow detection areas 18a to 18f set by the DSRC communication devices 2a to 2f described above are shown as a whole. Is the range that can be obtained as the communication area 18. In this case, for example, the communication area 18 is set as an area that can be detected up to a range of about 30 m for each of the front, rear, left, and right sides of the vehicle 1.

  Each of the DSRC communication devices 2a to 2f has a detection area that can be communicated by increasing the antenna output with respect to the detection areas 18a to 18f set as a reliably communicable range. It can be expanded.

  Next, the operation of this embodiment will be described. In the description of the operation, the outline of the radar detection operation will be described first, and then the narrow area communication method applied in the present embodiment will be described in detail.

[Description of radar operation]
FIG. 4 is a diagram showing a relationship between the communication area 18 of the vehicle 1 on the road 20 and other vehicles. The road 20 is a driving lane 20a and an overtaking lane 20b on which the vehicle 1 is traveling, and an opposite driving lane. 20c and the overtaking lane 20d facing each other are separated by a separation band 20e. Around the vehicle 1, vehicles A to G, which are other moving bodies (vehicles), are traveling. What is indicated by a broken line in the vicinity of each of the vehicles A to G is a communication vicinity area.

  Vehicles A to C traveling in the same direction as the vehicle 1 and vehicles D and E traveling opposite to each other exist in the communication area 18 and can directly communicate with each other. The vehicles F and G are traveling in the same direction, but are out of the communication area 18 and can communicate with the vehicle F via the vehicle B, and can communicate with the vehicle G via the vehicle F. It has become.

  When communication processing is started, communication data such as position information is exchanged in a self-aligned state while applying a communication method described later to prevent mutual interference. Here, the signal transmitted in the communication area includes a position detection signal and a signal indicating the installation position of the DSRC communication devices 2a to 2f that transmit the signal in addition to the communication ID code. Yes.

  The relative positions of other vehicles existing in the communication area are estimated as follows. Since the antennas of the DSRC communication devices 2a to 2f are arranged as shown in FIG. 5 with respect to the vehicle 1, the positions of other vehicles can be estimated from the signals received by the antennas. For example, assuming that the front right antenna has received a signal from another vehicle, the position of the vehicle can be estimated as follows based on the information of the antenna that transmitted the received signal (see FIGS. 6 and 7).

Received signal from other vehicle Vehicle position Vehicle direction Rear right = front left-center Same direction Rear left = front Right-center Same direction Front right = front Right-center Reverse direction Front left = Front Center-Left reverse direction Left = Front Left Same direction Right = Front Right Reverse direction Also, assuming that the front left antenna has received a signal of another vehicle, the position of the vehicle can be estimated as follows from the information of the antenna that transmitted the received signal.

Received signal from other vehicle Vehicle position Vehicle direction Rear right = front left-center Same direction Rear left = front Center-right Same direction Front right = front Right-center Reverse direction Front left = Front Center-Left reverse direction Left = Front Left reverse direction Right = Front Right Same direction Note that the receiving antenna may not have directionality if it only estimates the position. On the other hand, in order to prevent contact, since it is necessary to measure the distance to the vehicle in each direction, directionality is required.

  When communicating with other vehicles, if the vehicle receives a strong radio wave of the other vehicle, that is, a radio wave whose electric field strength is larger than the set value, it is assumed that the other vehicle is present at a close range. Therefore, the display devices 4a to 4d are used for the driver, or a warning is issued by a buzzer or voice output to prevent contact with other vehicles.

  In addition, when the number of vehicles existing in the own communication area 18 increases so much that the communication processing is burdened, or when quick communication with a vehicle at a close distance is necessary, the DSRC communication device 2a The range of the communication area 18 can be changed as necessary by adjusting the reception sensitivity and transmission intensity of ˜2f. In addition, the communication area 18 can be changed in conjunction with the travel speed of the host vehicle and the distance to the partner vehicle that requires communication.

  When the relative position of other vehicles existing in the communication area 18 is determined as described above, this is displayed on the display devices 4a to 4d. For example, when the vehicle is present on the road 20 as shown in FIG. 4, the display screen S is shown as seen from above as shown in FIG. Here, in order to make the position of the own vehicle 1 easy to understand, the color of the vehicle is changed or blinked.

  In addition, this display screen S can display presence of the vehicle ahead or back rather than the own communication area 18 by operating the scroll bar B provided in the screen lower part. This is based on the fact that the upper part of a wide range of vehicles can be detected by linking the communication areas to each other due to the occurrence of traffic jams. It is possible to display the head position of a vehicle that travels at a speed (for example, a speed of about 50 km / h and a speed that is assumed to be free of traffic). In addition, an enlarged display button M, a reduced display button N, and the like are also displayed so that it is convenient to see the relative position with respect to the other vehicle in detail or to see the whole in an overhead view.

  Thus, not only the range of the communication area 18 of the own vehicle, but also a wide range of vehicle position information obtained by relaying the communication area of other vehicles can be obtained. Etc. can be grasped in real time, route search to avoid traffic congestion can be performed quickly and accurately, and the time to escape from traffic congestion can be predicted to some extent, so the driver's frustration due to traffic congestion etc. Can also be relaxed.

  When displaying the relative position of other vehicles, it is also possible to display an image as shown in FIG. 9A using image information from the CCD cameras 7a to 7d. In this case, by receiving the vehicle type of the other vehicle as communication processing data, the three-dimensional information of the vehicle and the surrounding map information (terrain information) are read from the database 12, and the relative position between the own vehicle and the other vehicle is read. Based on the detection result, the three-dimensional model of the vehicle and the terrain is arranged and drawn according to the measurement result in real time, and can be displayed on the display devices 4a to 4d as a realistic virtual image.

  And in the display of the virtual image generated in this way, it is possible to display the state from the viewpoint moved freely by moving the viewpoint. For example, the operation lever L is displayed on a part of the display screen S, and the viewpoint can be moved by operating the operation lever L in the desired direction of up, down, left, and right. When the viewpoint is moved upward (see Fig. 7 (b)), the whole situation can be grasped in a three-dimensional manner from a high position, and the presence of the vehicle in front that could not be seen in the shadow of the previous vehicle is three-dimensionally displayed. Can be confirmed. Further, when the viewpoint is moved to a position as seen from the side of the road (see (c) in the figure), it is possible to objectively display the state of the vehicle and other vehicles existing before and after the vehicle. It becomes like this.

[Explanation of narrow area communication method]
Next, the narrow area communication method by the DSRC communication devices 2a to 2f in the communication area 18 will be described in detail. The communication method achieved in this embodiment is characterized in that the vehicle-to-vehicle communication can be directly controlled between vehicles without providing a repeater on the roadside or the like. The mobile communication device mounted on each vehicle 1 can exchange signal data with each other without causing interference with the mobile communication device of another vehicle 1 existing in its own communication area 18. It is configured as follows.

  As is well known, electromagnetic wave signals are used in various applications and cannot occupy a wide frequency band for inter-vehicle communication. Therefore, a communication system that has a narrow frequency band and is resistant to noise and radio wave interference is required. Also, since there are a plurality of vehicles around the vehicle, it is necessary to control communication so that interference and communication collisions do not occur. In this embodiment, in order to solve these problems, for example, a spread spectrum communication method is adopted, and a communication method as described below is adopted so that communication collision can be avoided in vehicle-to-vehicle communication. Yes.

  In describing the communication method, the preconditions will be described. The timing at which each vehicle communicates is determined based on the value of the vehicle or communication ID code. Here, the communication ID code set for each vehicle uses a multi-digit number. In this embodiment, for the sake of simplicity, a case where a 4-digit number is set as a communication ID code will be described as an example.

  Of the communication ID codes indicated by four-digit numbers, the vehicle 1 in which the number of the first first digit is “0” is set as the synchronization base ID vehicle. This is because the communication sequence starts from a vehicle whose first digit is “0”. Further, in the group of vehicles whose first digit number is not “0”, the vehicle having the smallest communication ID code is set as the synchronization base vehicle.

  The configuration of a communication frame used for communication is as shown in FIG. That is, a communication frame having a reference time, which will be described later, as a start time is composed of a pilot window WP located at the head and ten communication windows WC following the first window. ing. The pilot window WP is composed of ten pilot slots SP from “0” to “9”. Each pilot slot SP is further composed of an initial slot followed by 10 recovery slots SR.

  A vehicle whose first digit value of the communication ID code is “0” transmits its own communication ID code and synchronization base ID code to the slot of the pilot window number “0”. In addition, the vehicle whose first digit value of the communication ID code is “0” transmits the communication data to the 0th communication slot.

  When the number of slots is variable, transmission is performed including the number of used communication slots. For example, when the number of communication slots is increased from 10 to 16, the number obtained by dividing the last two digits by 16 becomes the slot number for communication.

  In the above-described case, the synchronization base ID code indicates the vehicle ID code that determines the reference time of the synchronization time when a plurality of vehicles travel in a collective manner. As described above, the synchronization-based vehicle is normally set to a vehicle whose first digit value of the communication ID code is “0”. If there is no vehicle for which the reference time of the synchronization time is set, that is, the vehicle whose first digit value is “0” among the vehicles of the group to be communicated, the first digit value is “ The vehicle closer to “0” will function as a synchronous base ID vehicle. The slot number and communication slot number in the pilot window are selected and set independently for each vehicle according to the value of the first digit of the communication ID code.

  In order to perform communication, it is necessary to know the start position of communication data, that is, the reference time for timing. Here, a delay line matched filter F is used for data demodulation processing. FIG. 11 shows the configuration of the signal, in which the data portion is sent following the synchronization signal. A plurality of synchronization signals are set in order to increase the possibility of matching.

  In the figure, the delay matching filter F is configured such that data is output only when a designated signal is received, and the reference time (0 time) can be calculated from the matched timing. In addition, the phase (time) is controlled (the time is adjusted) so that the synchronization correction with another vehicle (this is called synchronization acquisition) matches the reference time. Further, when synchronization is established, synchronization tracking called a phase lock loop (PLL) is performed so as not to deviate from the condition, and control is performed so as not to cause a deviation in communication timing.

  Next, a basic communication flow will be described with reference to FIG. When the communication process is started (step S1), first, buffer initialization, control parameter setting, counter stability check, and the like are executed. Subsequently, a communication ID code is transmitted as the ID data of the own vehicle (step S2). Here, a case where a communication ID code is periodically transmitted is shown as an example. In this method, if the transmission interval becomes longer, a delay occurs in the time from when another vehicle enters the communication area 18 until communication is started. Therefore, an appropriate time interval is set so as not to adversely affect the transmission interval. It is preferable to transmit the communication ID code.

  Also, instead of the above case, the communication ID code is transmitted when any of the CCD cameras 7a to 7d detects that a vehicle to be communicated exists in the communication area 18. Also good. In this case, since data can be received unless the other vehicle is incapable of communication, step S3 is not necessary, but a step of detecting the presence of the other vehicle is added at the start of this communication processing flow. Will be.

  Next, it is checked whether other vehicle data has been received (step S3). This is to determine whether or not a communication ID code has been received from another vehicle. If there is no received data, the process returns to step S2 and the process of periodically transmitting the communication ID code is repeated. . If there is received data, the timing process (synchronization acquisition) is subsequently executed (step S4). When synchronization acquisition is completed, synchronization tracking and user communication processing are performed in parallel (steps S5 and S6). Thereby, the communication process performed with the other vehicle which exists in the communication area 18 is complete | finished.

  Next, in the basic flow of the above communication processing, the DSRC communication devices 2a to 2f of the vehicle 1 are configured to perform full-duplex communication, that is, transmission and reception simultaneously. In this case, in receiving, the data processing can be executed whenever data is received. Since the received data is modulated as described above, it is decoded through a demodulation filter. When there is an output from the demodulation filter, it is determined that there is reception. On the other hand, when there is no output, it is processed as noise reception.

  The received data includes the communication ID code of the other vehicle that transmitted the data and the data of the vehicle (synchronization base ID code) that is the base of the synchronization timing that is used to synchronize the transmitted other vehicle. ing. As an option, when the number of communication slots is variable, the number of slots is also included in the data. If these data cannot be read from the received data, the reception process is continued as a reception error.

  Next, the timing process (synchronization acquisition) process will be described. This timing process will be described from the time when the vehicle starts operating. If the vehicle travels in a group, the vehicle travels while synchronizing to communicate with the group. If the vehicle travels independently, it is necessary to synchronize to communicate with another vehicle. Communication patterns include the following.

Single ← → Single Single ← → Group When a single vehicle is included in the group Group ← → Group Group vs. group Group ← → Single When leaving the group In any case, the vehicle's communication ID code and synchronization base An ID code is set, and the timing of the synchronization base vehicle is used for setting the synchronization time. The synchronization timing is performed by adjusting the synchronization time by each vehicle looking at the synchronization base vehicle data of the other vehicle and comparing it with the synchronization base ID code of the own vehicle. In this case, the basis of synchronization is person-by-person. Thereby, even if it cannot communicate directly with the synchronization base vehicle, it can be synchronized with the group. For setting the synchronization base vehicle, for example, a vehicle having the smallest value of the first digit of the communication ID code in the group is selected. By selecting the synchronization base vehicle in this way, group-to-group synchronization can be performed smoothly.

  In addition, general vehicles and special vehicles (for example, ambulances, fire trucks, police cars, special work vehicles, dangerous goods vehicles, etc.) can be set as a small number or a number with “0” at the time of registration. . The general vehicle can be synchronized with the special vehicle in synchronization with the timing.

  In the following, an example of a received signal will be specifically shown and described. FIG. 16A shows the temporal transition of data received before synchronization acquisition, that is, in a state where the reference time is not fixed. A portion indicated by a rectangle indicates a portion where a signal is present. In this figure, in the pilot slot, there should be a small size signal containing the vehicle communication ID code and the synchronization base ID code.

  On the other hand, another form of signal (communication data) is received in the communication window determined according to the vehicle communication ID code. This communication data includes at least a vehicle communication ID code and a communication slot number. Since each piece of data is modulated independently, each piece is individually decoded.

  Now, the result of performing the synchronization acquisition process from the above-described temporal transition of the received data is shown in FIG. In the figure, the upper part shows the flow of the entire signal data, and the lower part shows the flow of the individual signal data of each vehicle. After synchronization acquisition, the time determined from the reception timing of the signal data is obtained, and the timing of each slot is determined. Here, in the individual signal data flow shown in the lower part, the numbers indicate the communication ID codes (four-digit numbers) of the respective vehicles, and the communication ID codes of the synchronization base vehicle are shown in parentheses. .

  Here, the filter F described above is used to read out individual signals. The presence or absence of a signal and the content of signal data are read for each detected data. Whether the data is for a pilot slot or a communication slot can be determined by checking the data content (data header). As a result, a rough communication frame window is set. Thereafter, detailed synchronization acquisition is performed based on the reception timing of the communication ID code from another vehicle output in the pilot frame.

  Detailed synchronization acquisition is performed as follows. FIG. 13 shows the flow, and the vehicle-mounted device performs reading processing of signals transmitted from the surroundings of the vehicle (step P1). Since the spread spectrum signal is difficult to distinguish from noise, the received radio wave is constantly monitored while the vehicle is running. The data reading process of the received radio signal is performed using the synchronization filter.

  Next, when the received radio wave signal can be decoded, the filter output outputs a data presence signal, so it is determined that there is an output (step P2). The time when the data is read is recorded as the time measurement origin, and the data is read. In this case, the time measurement and the data processing are configured to be performed independently. Also, here, the timer is also set for provisional time processing and fixed time processing so that the provisional time processing can be changed by one command.

  Next, it is checked whether the received data is for a pilot slot (step P3). The pilot slot data includes a vehicle communication ID code and a synchronization base ID code. On the other hand, the communication data is composed of a communication slot number, a vehicle communication ID code, and data (data tag + data), and can be distinguished from the pilot slot data because the configuration is different. Or you may make it distinguish by adding tag data for recognition to data.

  Subsequently, when the data received from the other vehicle is for the pilot slot, the vehicle having the communication ID code of the other vehicle and the vehicle having the synchronization base ID code that the other vehicle uses as the synchronization reference time is read (step P4). Next, the value of the first digit of the communication ID code of the other vehicle is stored among the received data of the other vehicle that can be read (step P5). The value of the first digit of the communication ID code usually indicates the number of the communication slot used by another vehicle. Therefore, the value of the first digit of the communication ID code is the same as the communication slot number. However, when there are a plurality of vehicles having the same value of the first digit of the communication ID code, the value of the first digit of the communication ID code may not match the communication slot number. This point will be described in detail later. Then, information (position information, speed information, etc.) relating to the communication ID code is transmitted to the communication slot determined by the value of the first digit of the vehicle communication ID code.

  Next, preparation for communication timing setting is performed (step P6). Here, the communication reference time is provisionally set. The description regarding the setting rule will be described later. The time setting is controlled so that the time set first is prioritized and the reference time is not set by a signal to the pilot window received accidentally later. Here, the signal to the pilot window determined not to be synchronized is stored if the signal can be read.

  Next, communication timing setting processing is performed (step P7). Here, the method for setting the timing for each received data is shown. However, when multiple signals with consistent reception timing are received in the pilot window, the reception time is statistically calculated. It is also possible to improve the time accuracy of the slot timing by processing automatically. If the timing is shifted and there is data extending between the slots, extra time is required for the data determination process. When the communication timing is set by the received data of the pilot slot and the set time elapses, the communication slot is started next.

  When the communication slot time is reached and data is received in the data reception mode, it is checked whether the received data is correct communication slot data (step P8). Since the communication start time is set for each communication slot number, data corresponding to the communication ID code is received at the specified time. Next, when the received data is communication slot data, it is checked whether the data is started at the set timing (step P9). If “YES”, the communication slot data is set at the set timing (expected time). If received, the data is stored in a list of synchronization base ID codes (step P10). Subsequently, when the data can be received at the set timing, the synchronization acquisition is completed (step P11), and the setting of the 0 time, that is, the reference time is determined (step P12).

  On the other hand, when “NO” is determined in step P8, that is, when it is determined that the data is not in the set form, the received data is processed as noise (step P13). In this case, as another method, the data received in the pilot window may be used based on the read data, or the data may be corrected using a normal error correction method.

  Further, when “NO” is determined in Step P9, that is, when communication does not start at the set timing, the communication ID code included in the data is read, and it is checked whether or not it is a new communication ID code. (Step P14). If it is a communication ID code for a new vehicle, it is stored in the list as an asynchronous communication ID code (step P15). If "NO" is determined in step P14, it is determined as noise. The process returns to P1 (step P16).

  Next, the communication timing setting preparation, that is, the setting of the reference time, performed in step P6 described above will be described in detail. FIG. 17 shows a pilot window frame. The starting position of the pilot slot is determined according to the value of the first digit of the vehicle communication ID code transmitted prior to communication. Therefore, if the value of the communication ID code of the received vehicle is known, the communication start position (time) of the pilot slot can be estimated, and the time (clock) between the own vehicle and the other vehicle can be adjusted. Allows you to prepare for synchronization.

  In this figure, for example, when the value of the communication ID code whose own vehicle is another vehicle is “2345”, since the first digit value is “2”, data is received in pilot slot 2. Has been. Here, the pilot slot indicates a time interval between 2.00 and 2.99 seconds as measured from the reference time. A vehicle whose first digit value of the vehicle ID code is “2” is transmitted to the initial slot portion constituting the pilot slot 2 within the inter-unit time from time 2.01 to 2.05. Let's start. A communication clock that has not been determined before synchronization acquisition is provisionally set by data reception, and a reference time is estimated.

  To simplify the explanation, if the time for the pilot slot is 10 time units and each communication slot is also 10 time units, the pilot window starts and it takes 110 time units to complete 10 communication slots. become. In each vehicle, the transmission timing to the pilot window (pilot slot) and the communication window (communication slot) is set by the vehicle communication ID code. Therefore, when the vehicle communication ID code is determined, the time at which the signal to the pilot slot is started and the time at which the signal is next transmitted to the communication slot are determined.

  A vehicle whose first digit value of the communication ID code is “5” transmits data related to the communication ID code to the pilot slot 5 and then transmits data to the communication slot 5. Therefore, if there is no signal to the pilot slot, it can be predicted that the vehicle has no communication data.

For example, a vehicle whose communication ID code is “2345” starts communication to the pilot slot between time units 2.01 to 2.05 because the value of the first digit is “2”. To the communication slot
Since [pilot window] + [communication slot] × 2 = 30 time units, the communication data of the vehicle having the communication ID code “2345” is transmitted 30 time units after the reference time.

When the communication ID code is “3456”, the communication to the pilot slot is started between the time units 3.01 to 3.05.
Since [pilot window] + [communication slot] × 3 = 40 time units, the communication data of the vehicle with the communication ID code “3456” is transmitted 40 time units after the reference time.

  As described above, the pilot slot is composed of an initial slot and 10 recovery slots. From each vehicle, the pilot slot has the same number as the first digit of the communication ID code. The communication ID code is transmitted, and the communication ID code is also transmitted to the recovery slot having the same number as the value of the second digit. Even when the values of the first digit are the same and they collide with each other, the communication ID code of the received vehicle can be recognized because the values of the second digit are different.

  Next, communication timing setting will be described. When there are a plurality of vehicles, a communication collision may occur and communication may not be possible unless the mutual reference times are set. In addition, even if the reference time is set, the value of the first digit of the vehicle communication ID code may be the same, so it is necessary to adjust the setting of the communication timing in that case. The following defines the procedure.

  FIG. 19 shows an example in which a total of seven vehicles travel and communicate with each other. The communication ID code attached to each vehicle is set as shown in the figure, for example. Now, how to perform communication will be described by paying attention to two vehicles whose communication ID codes are “2345” and “0345”. The communication area of the vehicle whose communication ID code is “2345” is an area indicated by a broken line in the figure. The vehicles that can communicate with this vehicle are three communication ID codes “0345”, “2988”, and “9854”. On the other hand, vehicles with communication ID code “0345” can communicate with four vehicles with communication ID codes “2345”, “2692”, “2854”, and “9854”.

  The transmission timing decision rule is determined as follows. If the value of the first digit of the vehicle communication ID code overlaps (if the first digit of the ID is i), the communication ID code is transmitted to the initial slot of the i-th pilot slot in the pilot window. Is done. Next, the communication ID code is also transmitted to the j-th slot of the recovery slot of the i-th pilot slot (j is the second digit of the ID code).

  If the value of the first digit of the communication ID code is the same and the value of the second digit is different, the communication slot is preferentially assigned to the one having the communication ID code having the smaller value of the second digit. For those having a larger communication ID code, empty communication slots are sequentially assigned. For example, when there are three vehicles (for example, “8266”, “8470”, “8932”) having the same first digit value of the communication ID code and “8”, the empty slot at that time is 0. , 2, 3, 4, 7 and 9, the communication ID code “8266” is the slot 8 first, the next “8470” is the recovery slot 9, and “8932”. Are configured to transmit in recovery slot 0.

  Each vehicle can monitor the communication to the pilot slot to determine the situation of surrounding vehicles of other vehicles in the communication area of the own vehicle and which slot each vehicle uses for inter-vehicle communication. 14 and 15 show the flow of setting the communication timing of each vehicle.

  First, the time 0, that is, the reference time is set (step R1), and then the communication ID code of the own vehicle is read and acquired (step R2), and the first digit and the second digit of the acquired communication ID code are obtained. Are stored individually (step R3). Next, a pilot slot is started based on the reference time (step R4). At this time, it is premised that the vehicle is already in a synchronized state with a vehicle that already exists in the vicinity. Here, the classification data (flag) for recording the number of communication collisions in each slot is initialized.

  Next, measurement of pilot slot timing is started (step R5). Subsequently, it is checked whether or not the pilot slot timing of the other vehicle has come (step R6). If “YES”, it is checked whether or not data is received at the timing when the pilot signal of the other vehicle is issued. (Step R7). When data is received, “YES” is determined and the received data is analyzed (step R8). When there is normal reception, the communication ID code of the vehicle having the number of each pilot slot in the first digit is read.

  If the value of the first digit of the communication ID code of the received other vehicle is the same value as the value of the first digit of the own vehicle, communication is performed in the same communication slot as the own vehicle to cause interference. Because there is a possibility, it is necessary to change the communication slot of the own vehicle or other vehicles. The communication slot is selected based on the communication result to the recovery slot of the pilot slot (the first time each car transmits data to the recovery slot with the number of the communication ID code of the second digit). If the transmission to the recovery slot is faster (the second digit is smaller), the communication slot is not changed, and the later communication slot is selected and communication is performed there. .

  When a plurality of communication ID codes for other vehicles having the same value as the first digit of the communication ID code of the own vehicle are received, depending on the state of the received signal, there is usually a risk that data may not be read due to a collision. There is. Even in this case, there is a possibility that the vehicle communicates with and interferes with the same communication slot as the own vehicle, and therefore the own vehicle needs to change the communication slot of the other vehicle. In this case as well, the communication slot is selected in accordance with the result of communication to the recovery slot of the pilot slot (the first time each car transmits data to the recovery slot of the second digit value). If the transmission to the recovery slot is faster (the value of the second digit is smaller), do not change the communication slot, and select the next communication slot that has the next slower transmission to the recovery slot. Communicate there.

  Next, the received data is stored (step R9). If there is an error in the analyzed data, the data is discarded or corrected. If “NO” is determined in step R6 or R7, the pilot slot timing is measured (step R10). Subsequently, it is checked whether or not the pilot slot timing of the host vehicle has come (step R11). If “YES”, the data i is set to “0” and transmitted to the initial slot (step R12).

  At this time, it is checked whether or not a signal is received in the same slot as the transmitted initial slot (step R13). When the received data is detected here, it is determined that there is a vehicle having a communication ID code whose first digit value is the same as the communication ID code of the own vehicle (step R14). Here, J (I) is changed to J (I) +1. Next, transmission is performed at the recovery slot timing (step R15). If “NO” is determined in step R13, that is, if there is no reception data in the same initial slot, transmission is performed at the recovery slot timing (step R16).

  Subsequently, at the time of transmission to the recovery slot, it is checked whether there is no received data in the same slot (step R17). If there is received data, it is determined that the values of the first and second digits of the communication ID code are the same, and the fact that there has been a collision of the second digit is recorded (step R18). Then, the number of digits J (I) +1 to be transmitted to the next recovery slot is set (step R19). At this time, the value of the first digit of the communication ID code is always transmitted to the initial slot. It then waits for the next pilot slot timing.

  Next, if “NO” is determined in step R11, the pilot slot timing is measured (step R20), and then it is checked whether the pilot slot time has ended (step R21). If not, the process returns to step R5 to measure the pilot slot timing, and if completed (branch indicated by a in the figure), the flow proceeds to the communication slot control flow shown in FIG.

  In the operation of the communication slot control, first, the communication slot timing is measured (step R22), and it is determined whether it is the communication slot timing of another vehicle (step R23). Here, if it is the communication slot timing of another vehicle, it is checked whether there is other vehicle data in that communication slot (step R24).

  If there is data, the slot data of the other vehicle is analyzed (step R25), the communication slot data of the other vehicle is stored (step R26), and an empty communication slot is confirmed (step R27). From this confirmation result, it is determined whether or not the communication slot of the own vehicle can be used (step R28). If it cannot be used, an empty communication slot is selected according to the rule (step R29).

  Next, when an empty communication slot is selected, when “NO” is determined in step R23, or when “NO” is determined in step R28, the communication slot timing is measured (step R30), and the vehicle If it is the communication slot timing ("YES" is determined in step R31), the vehicle data is transmitted to the communication slot (step R32).

  Subsequently, it is checked whether or not there is received data at the same communication slot timing as the own vehicle (step R33). This is to determine whether or not a new vehicle exists in the communication area and is about to start communication. If “YES”, the received data is analyzed (step 34), and the new vehicle In some cases (step R35), new vehicle data is stored (step R36), and if it is not a new vehicle, the received data is provisionally recorded (step R37). Note that provisional here means that it is automatically deleted as time passes.

  Thereafter, the process returns to step R22 again and the above-described processing is repeated. If “NO” is determined in step R31 described above, that is, if it is not the communication slot timing of the own vehicle, the next communication slot timing is measured (step 38), and whether or not the communication slot has ended. (Step R39), if not completed, return to step R22 again to repeat the above process, and if the communication slot is completed, return to pilot slot control (see FIG. 14). Become.

  Now, in the process of performing the communication process as described above, examples of reception and transmission timing control results of the vehicle having the communication ID code “2345” and the vehicle “0345” will be described with reference to FIGS. With reference to the above, some specific cases will be described.

  FIG. 19 shows a case where the communication ID code is set to a 4-digit number. For example, the communication ID code is “0345” in the communication area 18 of the vehicle whose communication ID code value is “2345”. , “2988”, “9845”, and four of them are “2345”, “9854”, “2692”, “2845” in the communication area of the vehicle whose communication ID code is “0345”. Is shown.

  In each vehicle, when communication is started according to the above-described flowchart using the communication ID code, the communication vehicle ID code data of the communication vehicle recognized in the communication data is transmitted in each communication area. Based on this, the selection change of the communication slot of the own vehicle is performed. Here, as shown in FIG. 20, vehicles having communication ID codes that interfere with each other in the communication frame make adjustments to avoid collision and reliably achieve communication processing.

  In the example shown in FIG. 21, there are five units “0345”, “2988”, “9845”, “2692”, “2854” in the communication area of the vehicle whose communication ID code is “2345”. This shows a case where there are four “2345”, “9854”, “2692”, and “2845” in the communication area of the vehicle whose ID code is “0345”.

  In this case, there are four vehicles in which the value of the first digit of the communication ID code is “2” in total, and communication is performed by selecting an empty communication slot in ascending order of the value of the communication ID code. Processing will be executed. Also, if the vehicle leaves the group that is communicating (communication ID codes “2692” and “2854” are left) or if a new vehicle enters, depending on the situation at that time The communication slot is dynamically changed.

  The communication data includes position coordinate data, road marker data, position ID data, and the like, and the position of each vehicle based on the position data is displayed on the display of each vehicle. ing. If the vehicle contains data that can refer to vehicle shape data such as the model of the vehicle, the display can display a bird's-eye view of the actual driving situation. Also, these data can be compared with CCD camera data mounted on the vehicle.

(Second Embodiment)
FIG. 22 shows a second embodiment of the present invention. The difference from the first embodiment is that the number of DSRC communication devices provided in the vehicle 1 is four. That is, the four DSRC communication devices 2a to 2d are arranged at four locations on the front and rear, left and right of the vehicle 1, and the rectangular, communication is performed by combining the front, rear, left and right detection areas 21a to 21d. An area 21 is formed, and communication processing is performed with other vehicles in the communication area 21.

  In the second embodiment as described above, the same effect as that of the first embodiment can be obtained. In this case, the degree of freedom in setting the range of the communication area is larger than that in the case of the first embodiment. Although it is small, an increase in cost can be prevented by reducing the number of installed DSRC communication devices as necessary.

(Third embodiment)
FIGS. 23 and 24 show a third embodiment of the present invention. The difference from the first embodiment is that the configurations of the three display devices 22a to 22c on the left, right and rear of the front seat are used for image generation. A device including a device 10 and a display data controller 11 is used. In addition, about the database 12, it is good also as a structure which provides this integrally, and can also be set as the structure utilized in common.

Accordingly, the display screens requested by the user can be individually displayed on the display devices 22a to 22c, and the user can grasp the surrounding situation from various angles.
(Other embodiments)
The present invention is not limited to the above embodiment, and can be modified or expanded as follows.

  A simple configuration in which only one DSRC communication device is provided may be employed. In this case, the position information is determined based on the position detection signal transmitted from the other vehicle. However, the position information can be used practically sufficiently by improving the detection accuracy of the position detection signal. be able to.

  An appropriate number and position of antennas can be selected. Considering to what extent the position information of other vehicles existing around the vehicle should be recognized in terms of safety, it may be set to detect a specific range as well as a rectangular shape it can.

  The mobile communication device is not limited to the one mounted on the vehicle, but may be one carried by a person, or may be a mobile body such as a robot or an automatic guided vehicle. In the case of a person, the possibility of using the position information can also be used when walking or boarding a vehicle. Also, even when there are no users or drivers such as robots or automatic guided vehicles, it can be used for remotely recognizing position information, or used for movement control and travel control between devices. Can do.

1 is a system configuration diagram showing a first embodiment of the present invention. Electrical block diagram Top view showing communication area settings The figure which showed the own vehicle and the surrounding vehicle with the top view on the road Diagram showing antenna installation Explanatory diagram of position identification by detection signal Action explanatory diagram for estimating the presence of other vehicles A vehicle display screen is generated by switching the display screen to the display device of FIG. The figure which shows the example of a display by a display device Diagram showing configuration of communication frame Operation explanatory diagram showing the correspondence between the configuration of the data signal including the synchronization signal and the filter for detecting the synchronization signal Flow chart of basic operation program for communication processing Flow chart of the program for the synchronization acquisition process Flowchart of communication timing setting processing program (part 1) Flow chart of communication timing setting processing program (part 2) Illustration of specific example showing received signal pattern and individual communication status within communication area Action explanatory diagram for explaining the transmission timing of the communication ID code to the pilot window Action explanatory drawing explaining the structure of a pilot slot The figure which shows the positional relationship of the vehicle which shows the 1st specific example of a communication processing process. Explanatory diagram of communication slot assignment for interference during communication processing The figure which shows the positional relationship of the vehicle which shows the 2nd example of a communication processing process, and explanatory drawing of allocation of the communication slot with respect to the interference in a communication processing process FIG. 3 equivalent view showing the second embodiment of the present invention FIG. 2 equivalent view showing the third embodiment of the present invention Block diagram of display device

Explanation of symbols

  1 is an automobile (vehicle, moving body), 2a to 2f are DSRC communication devices, 4a to 4d and 22a to 22c are display devices, 5 is a GPS receiver (position detecting means), 6 is a wide area communication device, and 7a to 7d are CCD camera (imaging means), 9 a data controller, 10 an image generator, 11 a display data controller, 12 a database, 13 a display controller, 14 a display, 15 a user input / output controller, 16 Data determination in-vehicle LAN controller, 17 is an external device controller, 18 is a communication area (narrow area communication area), and 20 is a road.

Claims (17)

In a mobile communication device for receiving a signal from another mobile body transmitted from within a communication area set in a narrow area,
Position detecting means for detecting its own position;
A transmission / reception means for transmitting the position detection signal detected by the position detection means to the communication area and receiving the position detection signal transmitted from another mobile unit existing in the communication area;
Position determination means for obtaining a relative position of the other moving body with respect to its own position from the received position detection signal from the other moving body and the self position detection signal;
A mobile communication apparatus comprising: a notification means for reporting information on the position of the other mobile body obtained by the position determination means. The mobile communication device according to claim 1,
The mobile communication apparatus, wherein the notification means is a display means capable of visually recognizing the position of another mobile body. The mobile communication device according to claim 1 or 2,
The mobile communication device according to claim 1, wherein the position detecting means is configured to receive a position detection signal from a GPS satellite and detect its own position. The mobile communication device according to any one of claims 1 to 3,
The moving body is a vehicle,
The mobile communication apparatus, wherein the communication area is set to a predetermined range centered on the vehicle. The mobile communication device according to claim 2, wherein:
The transmission / reception means is configured to provide a plurality of antennas so that the communication area is provided with a plurality of detection areas around the vehicle. The mobile communication device according to claim 5,
The position determination means refers to position information of an antenna that has received the position detection signal among the plurality of antennas when obtaining a relative position of another moving body based on the position detection signal. A mobile communication device. The mobile communication device according to claim 5 or 6,
The relative distance is calculated from the relative position of the other moving body determined by the position determination means, and the notification means is notified when the relative distance is equal to or less than a predetermined safety zone distance. A mobile communication device. The mobile communication device according to any one of claims 5 to 7,
A mobile communication device characterized in that the number of vehicles communicating can be limited by changing a communication sensitivity setting according to the number of other communicable vehicles existing in the communication area. . The mobile communication device according to any one of claims 2 to 8,
A mobile communication apparatus, wherein the display means is provided with display control means for displaying a relative position of another mobile body as viewed from above with the position of the vehicle as a center. The mobile communication device according to any one of claims 2 to 9,
An imaging means for photographing the surroundings of the vehicle is provided,
The mobile communication apparatus, wherein the display means displays an image photographed by the imaging means together with position information obtained by the position judging means. The mobile communication device according to claim 10, wherein
The transmission / reception means is configured to transmit the vehicle type information of the own vehicle together with the own position detection signal,
Storage means for storing image data for generating a three-dimensional image of the vehicle and image data for generating a road shape and a roadside shape during traveling;
Based on the surrounding image photographed by the image pickup means, a vehicle and road existing in the surrounding image are identified, and a corresponding image is synthesized from the image data of the storage means and displayed on the display means. A mobile communication device comprising means. The mobile communication device according to claim 11, wherein
When the setting of the viewpoint is changed, the virtual image generation unit generates a virtual image with the viewpoint changed corresponding to the setting and displays the virtual image on the display unit. The mobile communication device according to claim 11 or 12,
The virtual image generation unit estimates the virtual image corresponding to the surrounding image based on the position information by the position detection unit and the position determination unit when the shooting of the surrounding image by the imaging unit is interrupted. A mobile communication apparatus, characterized by being displayed on a means. The mobile communication device according to any one of claims 4 to 13,
The mobile communication device, wherein the transmission / reception means is configured to transmit position detection information of another mobile body. The mobile communication device according to claim 14, wherein
The position determination means obtains a relative position of a mobile body existing outside its own communication area based on position detection information of the other mobile body received by the transmission / reception means, and displays the relative position of the other mobile body on the display means. A mobile communication apparatus, characterized in that a position is displayed. The mobile communication device according to claim 14 or 15,
The position determining means estimates a range in which the traveling of the mobile body is stagnant based on positional information in an extended communication area that is continuous through the communication area of the other mobile body existing in the communication area. The mobile communication device is characterized by being recognized as traffic jam information. The mobile communication device according to any one of claims 14 to 16,
The position determination means is configured to determine the position of the mobile body in the expanded communication area based on position information and travel information in the extended communication area that is continuous through the communication area of the other mobile body existing in the communication area. A mobile communication device characterized by estimating a range in which a traveling speed is traveling below a specified speed and recognizing it as traffic jam information.

Images