JP5064016B2 - Position display device - Google Patents

Description

The present invention relates to a position display device that displays a position of a moving object on a map.

As a position display device for displaying the position of a moving body on a map, a car navigation device using GPS information is generally used, but in recent years, a service for displaying one's position on a map has been started even on a mobile phone. ing. On the other hand, various proposals have been made to enable the user to grasp the mutual relationship between the opponent and the other person on the map by simultaneously displaying the positions of others in the vicinity on the same map.
JP 2000-33284 A JP 2005-17200 A

However, when displaying not only yourself but also the other party's position on the map, there are various things that must be specifically examined, such as agreement with the other party, information exchange with the other party, and simultaneous display of multiple positions on the map. There's a problem. Conventionally, it has not always been sufficient to study these problems, and an easy-to-use position display device has not been provided.

In view of the above, an object of the present invention is to examine various problems when displaying position information of a plurality of parties on the same map, and provide an easy-to-use position display device.

In order to solve the above problem, first absolute position acquisition means for acquiring the first absolute position information of itself, wireless communication means for receiving the second absolute position information acquired by the external second absolute position acquisition means, A map information providing means capable of providing map information of a predetermined scale and a position based on the first absolute position information and a position based on the second absolute position information on the map based on the map information provided by the map information output means are mutually identified. Map display means for enabling display, map based on first absolute position information and position based on second absolute position information based on first absolute position information and second absolute position information, and map within display range of map display means A position display device having control means for controlling the map information providing means to enter is provided. When displaying only your position on the map, you could arbitrarily select the scale of the map according to the purpose and expand or expand the map, but when displaying multiple positions In particular, if the map is enlarged, any position may be off the map. The above-described configuration of the present invention can avoid such inconvenience by providing a specific measure that the scale of the map information is determined based on the first absolute position information and the second absolute position information.

In implementing this feature, in addition to determining an optimal map scale that can be displayed based on both the first absolute position information and the second absolute position information, an expansion of the limit at which either position deviates from the map A configuration is possible in which the scale is obtained and the scale of the map set arbitrarily is prevented from exceeding this limit and becoming an enlarged state. In the latter case, it is possible to adopt a configuration in which enlargement of the map exceeding the limit is prohibited, or only a warning that the limit is reached, and the enlargement itself is left to the operator's intention. Further, the present invention can be similarly implemented when the wireless communication means receives the third absolute position information, the fourth absolute position information, etc., and handles only the first absolute position information and the second absolute position information. It is not limited to.

According to another feature of the invention, the control means includes scale determining means for determining a scale of the map information provided by the map information providing means based on the first absolute position information and the second absolute position information. Further, according to another feature of the present invention, the scale determining means determines whether the position based on the first absolute position information and the position based on the second absolute position information fall within a map within the display range of the map display means. The first determining means for determining the scale of the map information when the determining means determines that the position based on the first absolute position information and the position based on the second absolute position information do not enter the map within the display range of the map displaying means. Automatically change to the wide area.

According to another feature of the present invention, the control means includes automatic scroll means for automatically scrolling a map displayed by the map display means based on the first absolute position information and the second absolute position information, and the scale is reduced. The determining means determines the scale of the map information provided by the map information providing means based on the first absolute position information and the second absolute position information in consideration of scrollability by the scroll means. If the scale of the map is possible, a plurality of positions can be prevented from being removed from the map display screen by scrolling without changing the scale to the wide area side. Therefore, according to this feature, the scale of the map information is determined in consideration of not only the first absolute position information and the second absolute position information but also the scrollability.

According to another feature of the present invention, there is provided traveling direction detection means for detecting its own traveling direction, and the control means is based on the traveling direction detection means regardless of the traveling direction of the position based on the second absolute position information. The map direction is determined so that the traveling direction of the position based on the absolute position information is upward. Thereby, although a plurality of positions are displayed, it is possible to perform display in harmony with their own behavior without confusion. In implementing the above features, in addition to the display mode described above, there is also prepared a mode in which a plurality of positions are displayed with the north being always fixed upward, for example, even if there is a change in the direction of travel. It is also possible to select the display and such a fixed display.

According to another feature of the invention, the control means converts the second information position information so that the map display means can display the second absolute position information.

As a result, second absolute position information from a partner whose position information is expressed by the absolute position information can be handled for display in the same manner as the first absolute position information.

According to another aspect of the present invention, there is provided a position display device having display means for displaying that the wireless communication means is in a state of receiving second absolute position information. Thereby, for example, even when the second absolute position information cannot be obtained temporarily due to a change in the environment of wireless communication and cannot be displayed on the map, the state of receiving the second absolute position information is set. Only the fact that can be revealed. Also, for example, when there is no need to check the second absolute position on the map one by one, the display on the map is omitted to avoid complication, and only the fact that the second absolute position information is received is displayed. Can do.

According to another aspect of the present invention, there is provided an informing means for automatically informing that the display of the second absolute position has been obtained from the outside. Accordingly, for example, a setting menu is automatically displayed, and when a setting related to the display of the position based on the second absolute position information is obtained from the outside, it is possible to respond promptly. According to still another feature of the present invention, first absolute position acquisition means for acquiring own first absolute position information, and wireless communication means for receiving second absolute position information acquired by an external absolute position acquisition means; , A map information providing means capable of providing map information of a predetermined scale, and a map display for displaying a position based on the first absolute position information and a position based on the second absolute position information on the map based on the map information so as to be distinguishable from each other A position display comprising: means, setting means for setting presence / absence of position display based on the second absolute position information, and setting management means for automatically managing whether or not to enable the setting An apparatus is provided. Thereby, the setting operation regarding the display of the position based on the second absolute position information can be performed smoothly without any confusion. Specifically, the setting management unit automatically disables the setting by the setting unit when the second absolute position is outside the communicable area of the wireless communication unit. For example, in such a case, an unnecessary menu display for setting related to the display of the position based on the second absolute position information is not displayed, and the user is not confused. The setting management means automatically enables setting by the setting means when the display of the second absolute position is obtained from the outside. For example, a setting menu is automatically displayed in such a case, and when a setting related to position display based on the second absolute position information is obtained from the outside, it is possible to promptly respond to this.

FIG. 1 is a block diagram showing a first example of a position display device according to an embodiment of the present invention. The first embodiment constitutes a vehicle navigation system and includes a first vehicle 2, a second vehicle 4, and a car navigation base station 6. Although only two vehicles are illustrated in FIG. 1 for the sake of simplicity, the present invention is a system applicable to a plurality of vehicles including third and fourth vehicles.
The first vehicle 2 includes a first control unit 8 including a computer that controls the entire vehicle, and controls the first vehicle function unit 12 in accordance with an operation of the first operation unit 10 by a driver of the vehicle. The function of the first control unit 8 is executed by software stored in the first storage unit 14. The first storage unit 14 also temporarily stores various data necessary for controlling the entire vehicle. Further, the first control unit 8 controls the first display unit 16 to perform GUI display necessary for operation of the first operation unit 10 and display a control result.

The first GPS unit 18 obtains information on the latitude, longitude, and altitude, which are absolute position information of the first vehicle 2, from the satellite and the nearest broadcasting station based on the GPS system, and sends the information to the first control unit 8. The first car navigation function unit 20 processes absolute position information from the first GPS unit 18 obtained via the first control unit 8 and displays the position of the first vehicle 2 on the map on the first display unit 16. To do. The first vehicle 2 further includes a first telephone function unit 22 and a first telephone communication unit 24. These are for wireless communication via a telephone line including a normal call. The first vehicle 2 is further provided with a first short-range communication unit 26 using a wireless LAN or the like, and wireless communication with other vehicles traveling in the short-range communication area is possible.

On the other hand, the second vehicle 4 includes a second control unit 28, a second operation unit 30, a second vehicle function unit 32, a second storage unit 34, a second display unit 36, a second GPS unit 38, and a second car navigation system. A functional unit 40, a second telephone function unit 42, a second telephone communication unit 44, and a second short-range communication unit 46 are provided. The second short-range communication unit 46 exchanges absolute position information obtained by each GPS unit by communication with the first short-range communication unit 26 of the first vehicle 2. Details thereof will be described later. In addition, since the function of each other structure of the 2nd vehicle 4 is the same as that of the structure corresponding to the 1st vehicle 2, description is abbreviate | omitted. The car navigation base station 6 has a base station control unit 48 formed of a computer that controls the entire base station, and executes necessary functions by software stored in the base station storage unit 50. The base station storage unit 50 temporarily stores various data necessary for executing functions in the base station control unit 48. The base station telephone communication unit 52 can communicate with the first telephone communication unit 24 and the second telephone communication unit 44 via a telephone line. Supports the function of the two-vehicle 4. The base station car navigation management unit 54 and the base station GPS management unit relate to such support, and details thereof will be described later.

Next, the cooperation between the first vehicle 2 and the second vehicle 4 will be described focusing on the first vehicle 2. As described above, the first car navigation function unit 20 processes the absolute position information from the first GPS unit 18 obtained via the first control unit 8 and determines the position of the first vehicle 2 on the map. It is displayed on one display unit 16. In addition to the above, the first short-range communication unit 26 receives the absolute position information of the second vehicle 4 from the second GPS unit 38 via the second control unit 28 by communication with the second short-range communication unit 46. . The received absolute position information of the second vehicle 4 is sent to the first car navigation function unit 20 via the first control unit 8 and is similar to the absolute position information of the first vehicle 2 from the first GPS unit 18. Processing is performed by the first car navigation function unit 20, and the position of the second vehicle 4 on the map is displayed on the first display unit 16. As a result, the first display unit 16 displays the position of the first vehicle 2 and the position of the second vehicle 4 traveling in the short-range communication range on the map. Can be listed. This prevents the following vehicle from getting lost even if the preceding vehicle and the following vehicle cannot be seen from each other, such as when touring between friends. Such a cooperation state is hereinafter abbreviated as “twin navigation (registered trademark, the same applies hereinafter) ”. The above function is the same in the second vehicle 4, and the absolute position information of the first vehicle 2 received by the second short-range communication unit 46 is processed by the second car navigation function unit 40, and the second vehicle 4 itself The positions of the first vehicle 2 traveling in the near field communication range are displayed in a list on the same map. As described above, in “twin navigation”, the first vehicle 2 and the second vehicle 4 are in a state of sharing the absolute position information of the other party. In addition, regarding the cooperation between the first vehicle 2 and the second vehicle 4, in addition to the above, both vehicles receive the speed information obtained from the first vehicle function unit 12 and the second vehicle function unit 32 in the first short distance. The communication unit 26 and the second short-range communication unit 46 are exchanged. Use of these speed information will be described later.

The car navigation base station 6 performs system maintenance and supports when the vehicles are out of the short-range communication range. First, for the latter support, relay is performed when the first vehicle 2 and the second vehicle 4 cannot exchange the absolute position information by the short-range communication unit. When the above situation occurs, for example, the absolute position information of the second vehicle 4 is sent from the second telephone communication unit 44 to the base station telephone communication unit 52, and is controlled by the base station control unit 48 and, if necessary, the base station This is transferred from the base station telephone communication unit 52 to the first telephone communication unit 24 based on the processing in the car navigation management unit 54. Note that communication via a telephone line can be directly performed between the first telephone communication unit 24 and the second telephone communication unit 44 without using such a relay by the car navigation base station 6. However, according to the relay of the car navigation base station 6 as described above, each vehicle can use the car navigation base station 6 as a communication partner in any case. Settings and communication conditions can be unified. On the other hand, with regard to system maintenance, the base station telephone communication unit 52 is connected from the base station car navigation management unit 54 or the base station GPS management unit 56, such as when a function upgrade or maintenance data is generated for a car navigation system or GPS system. Then, upgrade data and maintenance data are transmitted to vehicles such as the first vehicle 2 and the second vehicle 4 that have joined the system. The first vehicle 2 and the second vehicle 4 receive these data at the first telephone communication unit 24 and the second telephone communication unit 44, and perform maintenance of the car navigation function units 20 and 40 and the GPS units 18 and 38, respectively. .

FIG. 2 is a flowchart showing the basic functions of the first control unit 8 or the second control unit 28 of FIG. 1 and starts when the vehicle engine is started or the car navigation function unit is turned on. The following description will be made with the first vehicle 2 as the center. Therefore, the following flowchart will be described as the function of the first control unit 8 unless otherwise specified. When the flow is started by starting the engine of the first vehicle 2 or turning on the first car navigation function unit, in step S2, it is checked whether or not “twin navigation” is requested from another vehicle through short-range communication. And if there exists a request | requirement, it will progress to step S4 and will check whether the 1st car navigation function part 20 of the own vehicle is turned on. At this time, if the first car navigation function unit 20 is not on, the process proceeds to step S6, which is automatically turned on and proceeds to step S8. On the other hand, if the first car navigation function unit 20 is turned on when the engine is started in step S4, the process directly proceeds to step S8. As described above, Step S4 and Step S6 execute a function of automatically turning on the car navigation system of the own vehicle by the control from the other vehicle.

In step S8, the menu display of the car navigation function is started, but the process further proceeds to step S9, and at this time, a display related to a “twin navigation” request from another vehicle is added to the menu. This menu is not displayed unless there is a “twin navigation” request from another vehicle. Next, in step S10, it is checked whether or not the first vehicle 2 is traveling. If the vehicle is traveling, a recommendation such as “stop and operate if possible” is made in step S11, and the process proceeds to step S12. If the vehicle is not traveling, the process proceeds directly to step S12. This is to alert the driver to the danger of performing a car navigation operation that distracts attention while driving. In step S12, it is checked whether or not a “twin navigation” consensus operation has been performed by the driver of the first vehicle 2. If there is an agreement operation, the process proceeds to step S14, and a response to the effect of agreement is transmitted to the other vehicle that has requested “twin navigation”. After that, in step S16, a “Twin Navi” stop operation is taken so that it can be accepted at any time, and the “Twin Navi” process in Step S18 is entered. Details thereof will be described later.

On the other hand, when there is no “twin navigation” request from another vehicle by short-range communication in step S2, the process proceeds to step S20 to check whether the first car navigation function unit 20 of the own vehicle is on. If it is not ON, the process proceeds to step S22, and it is checked whether or not there is an ON operation by the driver. If there is no on operation, the process returns to step S2, and the loop of step S2, step S20, and step S22 is repeated unless a "twin navigation" request from another vehicle or the driver's own on operation is performed. If it is detected in step S22 that the driver has operated to turn on the first car navigation function unit 20, the process proceeds to step S24, the first car navigation function unit 20 is turned on, and the process proceeds to step S26. If the first car navigation function unit 20 has already been turned on in step S20, the process proceeds directly to step S24.

In step S26, menu display of the car navigation function is started, and it is checked in step S28 whether another vehicle is within the communication range of the first short-range communication unit 26. If there is another vehicle in the communication range, the process proceeds to step S30. At this time, a display relating to the “twin navigation” request for the other vehicle is added to the menu, and the process proceeds to step S32. On the other hand, when there is no other vehicle in the communication range in step S28, the item related to “twin navigation” is not displayed on the menu, and the process directly proceeds to step S32. As a result of the "Twin Navi" request from the other vehicle in Step S2, the process reaches Step S12. If the operation for agreeing to the "Twin Navi" request from the other vehicle is not performed, the process proceeds to Step S32. become. In step S32, the other vehicle is requested to “twin navigation”, and it is checked whether or not there is an agreement from the other vehicle. If there is another vehicle for which the request is agreed, the process proceeds to step S16 and the “twin navigation” process in step S18 is entered. On the other hand, if a "twin navigation" request is not made or requested in step S32, but no agreement response is received from any other vehicle, the process proceeds to step S34. In the above, when the process directly reaches step S32 from step S28, or when the process reaches step S32 from step S12, the process usually proceeds to step S34. In step S34, a “twin navigation” request from another vehicle is processed so that it can be received at any time, and the normal navigation process of step S36 is entered. Details of the process determination process in step S32 will be described later.

FIG. 3 is a flowchart showing details of the “twin navigation” process in step S18 of FIG. When the flow starts, identification information (ID) of the car navigation system of the other vehicle that has agreed to “twin navigation” in step S42 is confirmed. In step S44, it is checked whether or not the first car navigation function unit 20 has been set so as to be compatible with the car navigation system of other vehicles based on the confirmed identification information. In step S44, if the checked car navigation system of the other vehicle has not been set, the process proceeds to step S46, and the communication form that handles the latitude / longitude / altitude data of the other vehicle received from the car navigation system of the other vehicle is the first. Conversion is performed so that the car navigation function unit 20 can cope. Furthermore, in step S48, the data contents of latitude, longitude, and altitude of the other vehicle are converted into expressions that can be handled by the first car navigation function unit 20. And the above conversion setting is memorize | stored in the 1st memory | storage part 14 for every identification information of another vehicle, and it progresses to step S52. On the other hand, if the car navigation system of the checked other vehicle is already set in step S44, the process proceeds directly to step S52. Therefore, in the case of another vehicle having identification information that has passed step S50 from step S46, the process directly goes from step S44 to step S52.

In step S52, it is checked whether the other vehicle is still in the commuting range of the first short-range communication unit 26 at that time. If it is within the near field communication range, the process proceeds to step S54, and the first near field communication unit 26 receives the absolute position information of the other vehicle, for example, the second vehicle 4 acquired by the second GPS unit 38 of the second vehicle 4. To do. In step S54, the speed information of the second vehicle 4 from the second vehicle function unit 32 is also received. In step S54, the received absolute position information and speed information are further stored and stored in the first storage unit 14 as a history until at least a series of “twin navigation” is completed. The use of this history information will be described later. In the above, for example, when the second vehicle 4 is ahead and the third vehicle is further following the first vehicle 2 in the near field communication range, the absolute position information and speed information of the second vehicle 4 are obtained in step S54. Relay to the third vehicle. As a result, even if the second vehicle 4 and the third vehicle are directly outside the short-range communication range, the relay function of the first vehicle 2 that is in the middle of both vehicles and is within the short-range communication range with each vehicle Both vehicles can exchange mutual absolute position information and speed information by short-range communication.

Next, in step S56, an inter-vehicle distance from another vehicle that has received the absolute position information is calculated. At this time, when there are three or more vehicles including the own vehicle, the inter-vehicle distances in all combinations are calculated. Further, in step S58, the map information of the first car navigation function unit 20 is acquired as information on the radio wave environment for near field communication between “twin navigation” vehicles. This is for grasping the situation where the radio wave environment is worse than normal from the topography even if short-distance communication is possible only from the inter-vehicle distance calculated in step S56. After the above, it will reach step S60 and it will be checked whether there is a risk of being outside the service area at the limit of the near field communication range. If there is a risk, a warning “out of service area” is displayed in step S62, and the process proceeds to step S64. On the other hand, if there is no near-field communication risk in step S60, the process directly proceeds to step S64. By contacting such “out-of-range caution” warning, it is possible to take measures such as reducing the speed of the leading vehicle and increasing the speed of the following vehicle while confirming safety, and can maintain short-range communication.

In step S64, a “twin navigation” display process is performed, details of which will be described later. After the process of step S64, the flow returns to step S52. Hereinafter, unless it is detected that the mobile phone is out of the short-range communication range in step S52, step S52 to step S64 are repeated to continue the “twin navigation” function. If it is detected in step S52 that the other vehicle has gone out of the near range, the process proceeds to step S66 to store the absolute position information and speed information of the other vehicle obtained by communication immediately before going out of the near range, Proceed to S68. In step S68, the “twin navigation” state is complementarily maintained by the out-of-range processing, details of which will be described later. Next, in step S70, it is checked whether or not the other vehicle has returned to the near field communication range. If the other vehicle has entered the communication range, the process proceeds to step S54 and returns to the loop from step S52 to step S64. On the other hand, if it is not detected in step S70 that the other vehicle is within the short-range communication area, the process returns to step S68. Hereinafter, unless a return to the short-range area is detected in step S70, the loop of steps S68 and 70 is complementary. Continue the "Twin Navi" state.

FIG. 4 is a flowchart showing details of the “twin navigation” request and agreement process in step S32 of FIG. When the flow starts, it is checked in step S82 whether or not an operation for requesting “twin navigation” from the own vehicle to another vehicle is performed. If there is a “twin navi” request operation for another vehicle, the process proceeds to step S84, and it is checked whether or not there is an operation for designating identification information of the other vehicle that requests “twin navi”. When step S84 is reached, the operation of the driver is waited for a predetermined time, and if there is no operation for designating other vehicle identification information within the predetermined time, the process proceeds to step S86. In step S86, the identification information of all other vehicles currently in communication range is automatically designated from the identification information stored in the past by the function of step S50, and the process proceeds to step S88. On the other hand, if the identification information is designated within the predetermined time at step S84, only the designated specific vehicle is designated as the designated state, and the process directly proceeds to step S88.

In step S88, a “twin navigation” request signal is transmitted from the first short-range communication unit 26 to all other vehicles having the specified identification information. Then, it is checked whether or not responses from all other vehicles designated in step S90 have been received. If there is another vehicle that does not respond, the process proceeds to step S92 to check whether or not a predetermined time has elapsed after transmission. If the predetermined time has not elapsed, the process returns to step S90, and thereafter, steps S90 and S92 are repeated until responses from all other vehicles are received or until the predetermined time elapses. When it is confirmed in step S92 that the predetermined time has elapsed, the process proceeds to step S94, and it is possible to interrupt when there is an agreement reply to “Twin Navi” from another vehicle that has not yet responded. Proceed to step S96. On the other hand, if it is confirmed in step S90 that the response has been received from all the vehicles that have specified the identification information and transmitted the “twin navigation” request signal, the process proceeds directly to step S96. In step S96, it is checked whether there is another vehicle that has agreed to “twin navigation” based on the received response. If there is even one vehicle that has agreed, the process proceeds to step S16 in FIG. On the other hand, if no vehicle has agreed to the “twin navigation” request in step S96, the process proceeds to step S34 in FIG. If no "twin navigation" request is made to another vehicle in step S82, the process directly proceeds to step S34.

FIG. 5 is a display screen diagram showing an example of the “twin navigation” display displayed on the first display unit 16 of FIG. 1, and is realized by the twin navigation display processing in step S64 of FIG. FIG. 5 shows a case where the first vehicle 2 is a leading vehicle, and the first vehicle 2 is displayed on the map 66 as the own vehicle index 64 on the display screen 62. FIG. 5 shows a case where there are two subsequent vehicles that have agreed to “twin navigation” including the second vehicle 4, where the second vehicle 4 is the first other vehicle index 68 and the third vehicle is the second other vehicle. Simultaneously displayed on a common map 66 as a vehicle index 70. The “Twin Navi” consensus vehicle display area 72 is for displaying the presence of vehicles currently participating in “Twin Navi”, and is displayed on the first other vehicle presence display 74 and the second other vehicle presence display 76 as a map. The same symbol as the other car above is displayed. It should be noted that the third vehicle presence display portion 78 indicated by a broken line is not currently displayed because there is no target vehicle.

In the short-range communication out-of-range display area 80, the “out of service area” warning in step S62 of FIG. 3, the “out of service area” warning, or a display indicating “not displayable” is displayed when a corresponding situation occurs. Is called. The significance of the “out of service” warning or the “not displayable” display will be described later. In the case of FIG. 5, nothing is displayed in the near field communication area display area 80 because it is in a state that does not correspond to any of them. In the subsequent vehicle status display area 82, a display is performed when it is determined whether or not the subsequent vehicle is following correctly. Since FIG. 5 is not an example of this situation, nothing is displayed. The display of the subsequent vehicle status display area 82 will be described later.

FIG. 6 shows a display state of the display screen 62 when the second other vehicle is traveling behind the position of FIG. It is assumed that the own vehicle and the first other vehicle are at the same positions as in FIG. In this case, if the scale of the map remains as shown in FIG. 5, the second other vehicle will be out of the display range. Accordingly, the scale of the map 92 in FIG. 6 is automatically changed so as to display a wider area than the scale of the map 66 in FIG. More specifically, an area 94 in FIG. 6 is a portion where the map 66 is displayed in FIG. 5, and the second other vehicle index 70 protrudes from the area 94. Therefore, in FIG. 6, the scale of the map is automatically changed so that the display range extends over a wide area including the second other vehicle index 70. FIG. 6 shows a state in which the second other vehicle is determined to have a risk of being out of the near field communication range in step S60 of FIG. "In this state, the second other vehicle is still in the short-range communication range." On the other hand, when the second other vehicle goes out of the near field communication area, the display in the near field communication area display area 80 changes to a warning display “out of area”. Even in this case, the display of the second other vehicle index 70 is continued based on the near-field outside processing in step S68 of FIG. In FIG. 6, scrolling is performed to automatically change the center position of the map display as the map scale is changed from the state of FIG. 5. FIG. 6 is scrolled based on the own vehicle index 64, and is scrolled so that the own vehicle index 64 is at the center of the map as much as possible while considering that the second other vehicle falls within the display range.

FIG. 7 shows the same state as FIG. 6, but when the scale is changed from the state of FIG. 5, the scrolling is automatically performed so that the centers of all the cars participating in “Twin Navi” become the center position of the map display. This is an example. Compared to FIG. 6, the entire map display is shifted upward as in the map 100 in FIG. 7. Whether the automatic scrolling is performed based on the own vehicle as in the display in FIG. 6 or the automatic scrolling is performed with the center of all vehicles as the central position as in the display in FIG. 7 can be arbitrarily set in advance. In addition, unless the driver makes a change setting, automatic scrolling based on the own vehicle is performed as shown in FIG. Auto-scrolling based on the above settings or auto-scrolling based on the center of the vehicle is always performed according to the progress of the vehicle, not only when the map scale is changed, but also when there is no scale change. Is done.

FIG. 8 shows that the distance between the vehicle and the second other vehicle becomes “out of range” after leaving the short range communication range, and the distance between the two vehicles further increases, and is no longer based on the near range out of step processing in step S68 of FIG. Also shows the display screen 62 in a state where it is meaningless to continue displaying the second other vehicle. At this time, the display in the short-range communication area display area 80 changes to “not displayable”. Further, in order to clearly indicate the vehicle that is in a display disabled state, a display disabled mark 102 is added to the second other vehicle presence display 76 in the “twin navigation” agreed vehicle display area 72. Further, the second other vehicle index 70 is not displayed on the map and is excluded from the display target. This is because displaying the position of an unreliable vehicle on the other vehicle on a map causes confusion.

When the second other vehicle index 70 is not displayed as shown in FIG. 8, the display changes as shown in FIG. 9 because it is no longer necessary to perform the wide area display considering the second vehicle. That is, in FIG. 9, the scale of the map is automatically changed from FIG. 8, and the display is based on the map 66 in an enlarged state. If the scale is not automatically changed, the map display at the scale of FIG. 8 is continued even when the second other vehicle index 70 is not displayed.

FIG. 10 shows a display screen 62 when the vehicle that is the leading vehicle turns right at the corner of the post office from the state of FIG. In this case, the map 104 is rotated by 90 degrees so that the traveling direction becomes the display upper direction with the own vehicle index 64 as a reference. Of course, the traveling directions of the first other vehicle index 68 and the second other vehicle index 70 that have not yet turned to the right are not above the map. Thus, the upper part of the map when there are a plurality of vehicles is always determined based on the traveling direction of the own vehicle. In addition, when it is set to display the north as the upper side of the map regardless of the traveling direction of the vehicle, the map is not rotated regardless of the traveling direction of the own vehicle and the other vehicle.

Further, in FIG. 10, in order to check whether the second vehicle and the third vehicle, which are the following vehicles, follow and turn right, in the subsequent vehicle status display area 82, the first other vehicle presence display 74 and the second other vehicle are displayed. A first other vehicle necessity confirmation mark 106 and a second other vehicle necessity confirmation mark 108 are displayed with a “?” Symbol adjacent to the vehicle presence display 76, respectively.

FIG. 11 shows FIG.
The display screen 62 is shown when a further time elapses from the state of 0 and the second vehicle correctly follows and turns right. In this case, the confirmation mark “?” That was displayed corresponding to the first other vehicle presence display 74 in the subsequent vehicle status display area 82 disappears, and the first other vehicle confirmation displayed by the “OK” symbol instead. A completed mark 112 is displayed. This “OK” display is a subsequent vehicle simplified display described later.

FIG. 12 shows a display screen 62 when a further time has elapsed from the state of FIG. 11 and the third vehicle has also correctly followed and turned right. In this case, in the subsequent vehicle status display area 82, the display corresponding to the second other vehicle presence display 76 also changes to the second other vehicle confirmed mark 114 and is displayed with the “OK” symbol together with the first other vehicle confirmed mark 112. The Furthermore, when it is confirmed that all the following vehicles have correctly followed the right turn in this way, the subsequent vehicle display is simplified, and the first other vehicle index 68 and the second other vehicle index 70 on the map are displayed. It is hidden. This is because it is cumbersome to display the following vehicle together with the own vehicle in a situation where the confirmation of the following vehicle is not required, for example, the road continues for a while, so the subsequent vehicle needs to be confirmed again such as the own vehicle approaching the intersection Until this occurs, the display of the following vehicle is omitted. Even when the display of the subsequent vehicle on the map is omitted in this way, the “OK” symbol of the first other vehicle confirmed mark 112 and the second other vehicle confirmed mark 114 is displayed in the subsequent vehicle status display area 82. Display continues. Although the following vehicle simplified display does not allow confirmation of the position on the map, it is possible to confirm that the subsequent vehicle is following correctly. In addition, when such a subsequent vehicle simplified display is not set in advance, the position of the displayable subsequent vehicle is always displayed on the map together with the own vehicle regardless of the necessity of the subsequent vehicle confirmation.

FIG. 13 shows the display screen 62 when the subsequent vehicle simplified display starts as shown in FIG. 12 and the display of the subsequent vehicle on the map becomes unnecessary. In FIG. 12, the map 104 is scrolled in consideration of all the cars entering the map, but in FIG. 13, the map 120 is scrolled exclusively based on the own vehicle. Specifically, when the own vehicle is a leading vehicle, scrolling is performed so that the own vehicle index 64 is lower than the screen in FIG. 13 than in FIG. When only the host vehicle is displayed as shown in FIG. 13, it is possible to scroll such that the host vehicle index 64 is arranged at the lower portion of the screen 62 with emphasis on forward information as in normal navigation. However, in “Twin Navi”, in order to cope with the need to display the following vehicle, scrolling is performed in consideration of ensuring a corresponding map space behind the vehicle as shown in FIG. Is called. Thus, even when only the own vehicle is displayed on the map, the scroll control of the map is performed so that the arrangement of the own vehicle index 64 is different between the normal navigation and the “twin navigation”.

FIG. 14 shows a display screen 130 of the third vehicle when each vehicle is in the position of FIG. In FIG. 14, the host vehicle index 134 is at the end following the first other vehicle index 136 and the second other vehicle index 138. That is, in FIG. 14, the first other vehicle is the leading vehicle, and the corner of the post office is turned right as in FIG. Correspondingly, in the “twin navi” consensus vehicle display area 72, a first other vehicle presence display 140 and a second other vehicle presence display 142 are displayed with the same symbols as on the map. In FIG. 14, since there is no current target vehicle in the third other vehicle presence display portion 78 indicated by a broken line, the other vehicle presence display is not performed. Further, since the vehicle in FIG. 14 has not yet turned right at the post office corner, the map 66 is in the same state as in FIG. 5 and is not rotated by 90 degrees as in FIG. In this way, with “Twin Navi”, where the indicators of multiple vehicles are displayed on the map at the same time, regardless of whether the vehicle is the lead vehicle, the following vehicle, or the direction of other vehicles, The upper direction is always determined based on the traveling direction of the vehicle. Furthermore, if there is no following vehicle in the host vehicle, no consideration is given to the following vehicle, so the following vehicle status display area 82 is not displayed on the display screen 130.

FIG. 15 is a flowchart showing details of the “twin navigation” display process in step S64 of FIG. 3, and is for realizing various displays described in FIGS. When the flow starts, in step S101, the presence / absence of a “Twin Navi” agreed vehicle is displayed. This corresponds to performing display in the agreed vehicle display area 72 in FIG. Next, the process which displays the own vehicle on a map at step S102 is performed. This corresponds to displaying the own vehicle index 64 of FIG. 5 or the own vehicle index 134 of FIG. 14 on the map 66 or the like. Next, in step S103, it is checked whether or not the own vehicle is a leading vehicle. If it is a leading vehicle, a subsequent vehicle status display area is displayed in step S104. This corresponds to displaying the subsequent vehicle status display area 82 in FIG. In step S105, it is checked whether a subsequent vehicle confirmation situation has occurred. This corresponds to a case where an option occurs in the course of the following vehicle at an intersection, such as when the vehicle turns right in FIG. The occurrence of this situation is determined based on the map information and the vehicle position information.

If a subsequent vehicle confirmation situation has occurred in step S105, the process proceeds to step S106, and a display is displayed indicating that confirmation is required for each target vehicle that needs confirmation. This corresponds to displaying the “?” Symbol of the first other vehicle necessity confirmation mark 106 and the second other vehicle necessity confirmation mark 108 in FIG. Next, in step S107, it is checked whether or not such a subsequent vehicle confirmation situation has been resolved. If it has been resolved, a normal follow-up confirmation display is performed for each target vehicle in step S108. This corresponds to displaying the “OK” symbol in the subsequent vehicle status display area 82 instead of the “?” Symbol in FIG. Subsequently, while continuing the confirmation display for each target vehicle, the process proceeds to step S109 to check whether the subsequent vehicle simplified display setting has been set in advance. If it is not detected that this setting has been made, the process proceeds to step S110. After a predetermined time, a process for deleting the confirmation display for each target vehicle is performed, and then the process proceeds to step S111.

In step S111, a process of displaying all displayable target vehicles participating in "twin navigation" on the map together with the own vehicle is performed. In step S112, map scale change / map rotation processing is performed, and the flow ends. When the flow of FIG. 15 is completed, the process returns to step S52 of FIG. 3. Therefore, “twin navigation” by short-range communication leads to the start of the flow of FIG. 15 through steps S52 to S62 of FIG. 15 flows are repeated. Details of step S112 will be described later.

If the own vehicle is not a leading vehicle in step S103 in FIG. 15, the process directly proceeds to step S111, and the entire target map scale changing / rotating process is entered. Furthermore, also in the case where the subsequent vehicle confirmation status has not been resolved in step S107, the process directly proceeds to step S111. In this case, the target vehicle-specific confirmation display performed in step S106 is continued. Further, if the subsequent vehicle confirmation situation has not occurred in step S105, the process proceeds to step S113, and the target vehicle-specific confirmation display is not displayed. This corresponds to a state in which nothing is displayed in the subsequent vehicle status display area 82 in FIG. In step S114, it is checked whether the subsequent vehicle simplified display setting has been made in advance. If it is not detected that this setting has been made, the process proceeds to step S111.

On the other hand, when it is detected in step S114 that the subsequent vehicle simplified display setting has been performed, the process proceeds to step S115, and normal tracking display for each target vehicle is performed. As this display, the same display as that performed in step S108 is used. Specifically, the first other vehicle confirmed mark 112 and the second other vehicle confirmed mark 114 expressed by the “OK” symbol in the subsequent vehicle status display area 82 are diverted. This is because the driver is interested in whether or not the following vehicle is currently following normally, and the history of whether or not the situation has to be confirmed is not a problem. If necessary, the confirmed display performed in step S108 and the normal follow-up display performed in step S115 may be different from each other. Next, the process proceeds to step S116, and a display for omitting the display of the target subsequent vehicle on the map is performed. This corresponds to the fact that the first other vehicle index 68 and the second other vehicle index 70 on the map are not displayed in FIGS. 12 and 13. Thereafter, the process proceeds to map scale change / map rotation processing in step S112. If it is detected in step S109 that the subsequent vehicle simplified display setting has been made, the process proceeds to step S114. In this case, the process always proceeds from step S114 to step S115. If it is not detected in step S114 that the subsequent vehicle simplified display setting has been made, the process proceeds to step S111.

FIG. 16 is a flowchart showing details of the map scale changing / rotating process in step S112 of FIG. When the flow starts, an initial value of the map scale is set in step S122. As the initial value, when “twin navigation” has already been started, the current map scale is set as the initial value. When a new “twin navigation” is started, the map scale set by the driver is set. In this case, the default map scale is set unless otherwise specified. In step S124, it is checked whether or not the setting for displaying the direction "north" fixed above the map regardless of the traveling direction of the vehicle has been made in advance. If it is not detected that the setting has been made, the process automatically proceeds to step S125 as a default. In step S125, in a state where a plurality of vehicles are displayed on the map, a process of automatically rotating the map is performed so that the traveling direction is always above the map with reference to the own vehicle, and the process proceeds to step S126. In step 125, the map is rotated 90 degrees as the host vehicle turns to the state shown in FIG. 5 to FIG. 10, or whether the host vehicle is the leading vehicle or the following vehicle in FIGS. Correspondingly, this corresponds to a state where the map is rotated 90 degrees. On the other hand, when it is detected in step S124 that the setting for fixing north upward is performed in advance by the driver, processing for fixing north above the map is performed in step S128, and the process proceeds to step S126. .

In step S126, it is checked whether or not all target vehicles that can be displayed in “twin navigation” are in the display range at the map scale set in step S122. If there is a vehicle that does not fall within the display range, the process proceeds to step S130, and it is checked whether or not the automatic scroll setting based on the own vehicle is set. When it is detected in step S130 that the vehicle reference automatic scroll setting is set, the process proceeds to step S132, and the process shifts to scrolling the map giving priority to the display of all vehicles. For example, when auto-scrolling based on the own vehicle with little rear space is performed as a leading vehicle, if the display position of the own vehicle is moved upward by scrolling, the succeeding vehicle does not have to change the map scale to a wide area. This is because it may be possible to display.

After attempting the above scrolling, it is checked again in step S134 whether all target vehicles that can be displayed are within the display range. If it is not possible to put all the vehicles in the display range by scrolling, the process proceeds to step S136, and automatic map widening to a map scale capable of displaying all the target vehicles in consideration of the own vehicle standard is performed, and then to step S138. Transition. On the other hand, when the automatic scrolling is not based on the own vehicle in step S130, the scrolling has already been attempted so that all the vehicles can be displayed most efficiently, and there is no room for the entire vehicle to be included in the display range by further scrolling. Proceed to In step S140, automatic widening to a map scale that can be displayed most efficiently by all target vehicles is performed, and the process proceeds to step S138. Usually, the map scale determined in step S136 is wider than the map scale determined in step S140.

If all the vehicles are within the display range in step S126, the setting consideration process in step S146 is performed, and the process proceeds to step S138. The process of step S146 automatically changes the map scale so that the map is enlarged in consideration of the initial setting when the inter-vehicle distance between the leading vehicle and the last succeeding vehicle is reduced and all the vehicles enter the display range. It is processing to do. Specifically, first, it is checked whether or not all the vehicles are in the display range at the map scale in the one-stage enlarged state, and if it is in the display range, the map is automatically enlarged. Thereafter, this is repeated if further enlargement is possible, and the enlargement is automatically repeated until the map scale becomes such that display of all vehicles becomes impossible when further enlargement is made or a map scale set by the driver. Note that, as in the case of wide area, when determining the possibility of displaying all vehicles and the scale, the determination criteria are changed depending on whether or not the vehicle reference automatic scroll setting is performed. Also in this case, when the vehicle-based automatic scroll setting is performed, a wider map scale is adopted. In the process as described above, when the process reaches step S138 from step S126, the initial value set in step S122 may not be changed as a result, and the map scale may not change. Rather, when all the vehicles are running stably in “Twin Navi”, there is usually no change in the map scale.

In step S138, it is checked whether or not the automatic scroll setting based on the own vehicle is set. When it is detected that the vehicle-based automatic scroll setting is set, the process proceeds to step S142, the vehicle-based automatic scroll is executed, and the flow ends. On the other hand, if it cannot be detected in step S138 that the vehicle-based automatic scroll setting is set, the process proceeds to step S144, the company-wide center automatic scroll is executed, and the flow ends. The difference between the automatic scrolls at step S142 and step S144 corresponds to the difference between the display of FIG. 6 and the display of FIG.

FIG. 17 is a flowchart showing details of the near field out-of-range processing in step S68 of FIG. When the flow starts, it is checked in step S152 whether a predetermined time has elapsed since the occurrence of the out-of-service vehicle. If the predetermined time has not yet elapsed, the process proceeds to step S154 to display “out of service”. This means that the display in the near field communication out-of-range display area 80 in FIG. 6 or 7 changes from the “out of service area” warning to the “out of service area” warning. Next, in step S156, it is checked whether or not a situation for confirming an out-of-service vehicle has occurred. The out-of-range vehicle confirmation situation corresponds to a case where the vehicle passes through an intersection or the like and an option is generated in the course of the following vehicle. The occurrence of this situation is determined based on the map information and the vehicle position information. If such a situation does not occur, the process proceeds to step S158, and it is checked whether or not a predetermined time has elapsed since the absolute position information of the out-of-range vehicle is obtained by communication. This communication corresponds to the case of communication by either the first telephone communication unit 24 or the first short-range communication unit 26.

If the predetermined time has not elapsed since the last communication, the process proceeds to step S160, and out-of-service vehicle position estimation processing based on the history is performed. In this process, the absolute position of the current out-of-service vehicle is estimated from a plurality of absolute position information received and accumulated in the past and the history of the time at that time. At this time, the speed information of the out-of-service vehicle when the last received absolute position information is generated is also supplementarily used. In step S162, the absolute position information estimated in this way is processed in the same manner as the absolute position information actually obtained from the GPS unit of the other vehicle, and the twin navigation display process in step S164 is entered. Step S164 is the same as step S64 in FIG. 3, and its contents are as shown in FIG. When the process of step S164 is completed, the flow returns to step S156, and step S156 to step S164 are repeated unless an out-of-service vehicle confirmation situation occurs in step S156 or a predetermined time has not elapsed after communication in step S158.

When the out-of-service vehicle confirmation situation occurs in step S156 or when a predetermined time has elapsed after communication in step S158, the process proceeds to step S166, and the absolute position information of the own vehicle is transferred from the first telephone communication unit 24 to the base station telephone communication unit 52. Is automatically sent. This is for use of other vehicles outside the service area. In step S166, a signal requesting transmission of absolute position information from the designated out-of-service other vehicle to the base station telephone communication unit 52 is further automatically transmitted. The car navigation base station 6 automatically transfers this request signal to the designated other out-of-range vehicle. In response, the out-of-range other vehicle automatically transmits the absolute position information of the out-of-range other vehicle to the base station telephone communication unit 52, and this is stored in the base station storage unit 50. In step S168, the absolute position information of the designated out-of-range vehicle is automatically received from the base station telephone communication unit 52. Next, in step S170, based on the absolute position information of the other out-of-service vehicle received immediately before and the absolute position information received this time, information between both pieces of information is interpolated and future estimation information is created. Since communication by the telephone communication unit is charged, it is performed less frequently than free near field communication. However, it is the significance of step S170 to create the absolute position information in accordance with the frequency of near field communication in a pseudo manner. Further, in step S172, the absolute position information interpolated and estimated in this way is processed in the same manner as the absolute position information actually obtained from the GPS unit of the other vehicle, and the twin navigation display process in step S174 is entered. Step S174 is the same as step S64 in FIG. 3, and the contents are as shown in FIG. When the process of step S174 is completed, the flow is terminated, and the process proceeds to step S70 of FIG.

In the above, the reason for shifting from step S156 to step S166 is that when the out-of-range vehicle confirmation situation occurs, there are a plurality of options, and it is impossible to estimate the absolute position based on the history. Moreover, the reason for shifting from step S158 to step S166 is that the reliability of estimation decreases when a predetermined time has elapsed after the last communication. As described above, when the estimation of the absolute position of the out-of-range vehicle is inappropriate, the process proceeds to step S166, and the absolute position information of the out-of-range other vehicle is directly acquired by the telephone communication unit.

If it is determined in step S152 that a predetermined time has elapsed since the occurrence of the out-of-service vehicle, the process proceeds to step S176, and the display “not displayable” is performed. Further, in step S178, the corresponding out-of-range vehicle is hidden from the map. In step S180, a display for identifying an out-of-range vehicle is performed, and the process proceeds to step S174. In the processing from step S176 to step S180, in FIG. 8 or FIG. 9, “not displayable” is displayed in the near field communication area display area 80 and the second other vehicle presence display in the “twin navigation” agreed vehicle display area 72 is displayed. This corresponds to the fact that the display disabled mark 102 is added to 76 and that the second other vehicle index 70 is not displayed on the map. The significance of performing such processing is that if a predetermined time has elapsed since the occurrence of an out-of-service vehicle in step S152, if “twin navigation” is continued further, acquisition of absolute position information of other vehicles by a pay telephone communication unit is normal. Therefore, in order to avoid this, the corresponding target vehicle is excluded from “Twin Navi”.

During execution of the flow shown in FIG. 17, it is always checked whether or not the mobile phone has returned to the near field communication range. When returning to the near field communication range, an interrupt is immediately generated and the process jumps to step S54 in FIG. To do.

FIG. 18 is a block diagram showing a second example of the position display device according to the embodiment of the present invention. The second embodiment constitutes a mobile phone system and includes a first mobile phone 302, a second mobile phone 304, and a mobile phone base station 306. Although only two mobile phones are shown in FIG. 1 for the sake of simplicity, the present invention is a system applicable to a plurality of mobile phones including the third and fourth mobile phones.
The second embodiment shown in FIG. 18 basically has a configuration roughly corresponding to the first embodiment shown in FIG. 1. In FIG. 18, the reference numerals of the two hundreds in common with the first place and the tenth place are respectively shown. Since the reference numerals in FIG. 1 correspond to the corresponding configurations, the description is omitted unless particularly necessary. Each function described in the first embodiment is applicable to the second embodiment as long as it is not a function peculiar to car navigation. Therefore, the description will not be repeated unless particularly necessary.
18 also shows the absolute position information of the mobile phone holder obtained by the first GPS unit 218 and the second GPS unit 238 between the first mobile phone 302 and the second mobile phone 304, respectively. The exchange is performed through the first short-range communication unit 226 and the second short-range communication unit 246. Then, the absolute position information of the exchanged partner is simultaneously displayed on the map on the first display unit 216 and the second display unit 236 configured as a mobile phone display screen together with the information on the absolute position of the other party. As a result, “twin navigation” is possible as in the first embodiment, and it is possible to approach each other while simultaneously confirming each other's position on the map when waiting.

A characteristic of the second embodiment of FIG. 18 is that communication over the telephone line by the first telephone communication unit 224 and the second telephone communication unit 244 is an original function. Accordingly, the nature of the mobile phone base station 306 is slightly different from that of the car navigation base station 6 of the first embodiment. Specifically, the mobile phone base station 306 has a telephone line management unit 358, and the primary functions of the mobile phone base station 306 are the first telephone communication unit 224 and the second telephone communication unit. In the normal cellular phone function such as 244, it is in the management of conversations and mail communications between telephones of cellular phones.
The mobile phone base station 306 further includes a base station control unit 348, a base station storage unit 350, a base station navigation management unit 354, and a base station GPS management unit 356 that substantially correspond to the configuration of the first embodiment. However, these “twin navigation” functions are also slightly different from the first embodiment. Correspondingly, the first control unit 308, the second control unit 328, the first storage unit 314, the second storage unit 334, and the second related to “twin navigation” in the first mobile phone 302 and the second mobile phone 304. The functions of the one navigation function unit 320 and the second navigation function unit 340 are also slightly different from the first embodiment. Details thereof will be described later.
Further, the configurations corresponding to the first vehicle function unit 12 and the second vehicle function unit 32 in the first embodiment of FIG. 1 do not exist in the second embodiment of FIG. A second camera unit 304; Images taken by these camera units are attached and exchanged by mail communication by the telephone communication unit.

Next, functions unique to the second embodiment of FIG. 18 relating to “twin navigation” will be described. Since the first embodiment is a car navigation system that is an in-vehicle device, all necessary map information (for example, all over Japan) is stored in the first storage unit 14 or the second storage unit 34, and the first GPS unit 18 or The function of displaying the absolute position information from the second GPS unit on the map data can be executed by the first control unit 8 and the first car navigation function unit 20 or the second control unit 28 and the first car navigation function unit 40. it can. That is, in the first embodiment, as long as communication by the short-range communication unit is possible, the “twin navigation” function can function without the help of the car navigation base station 6. On the other hand, since the second embodiment is a system based on a mobile phone, the capabilities of the first control unit 308, the second control unit 328, the first navigation function unit 320, and the second navigation function unit 340 are limited. The storage capacities of the first storage unit 314 and the second storage unit 334 are also limited. Therefore, the “twin navigation” function is executed in cooperation with the mobile phone base station 306.

Specifically, the map information in the second embodiment of FIG. 18 is basically prepared by being stored in the base station storage unit 350 of the mobile phone base station 306. Then, the mobile phone base station 306 transmits map information of a predetermined scale for each section requested by the mobile phone via telephone line communication. Since the mobile phone stores the received map information of the block in the first storage unit 314, the second storage unit 334, etc., is the map of the block already stored in the mobile phone prior to requesting the map? If there is no storage, the cellular phone base station 306 will be requested for map information of a necessary section. Accordingly, for example, in the first mobile phone 302, the map information of the previously received section is stored, the map of the stored section is confirmed, the map of the new section is received as necessary, and the absolute position map of yourself and the other party Since it is in charge of display processing on a map of a necessary section based on one information, the burden on the first storage unit 314, the first navigation function unit 320, and the first control unit 308 is reduced. In the “twin navigation” between mobile phones as in the second embodiment, for example, the objective can be achieved if there is map information of a limited section near the meeting place, and the transition of the target map section at a high speed such as car navigation Therefore, it is possible to perform the processing as described above.

The second embodiment of FIG. 18 is based on a mobile phone as described above, and is premised on e-mail and conversation using the mobile phone. Accordingly, the “twin navigation” function may be configured to start in conjunction with a call through a mobile phone line. In this case, communication by the telephone communication unit and communication by the short-range communication unit are performed in parallel.

In FIG. 8, the mobile phone base station 306 is shown as both a telephone line management and a “twin navigation” function. A system separated into a mobile phone base station is also possible. In FIG. 18, the mobile phone base station 306 is configured to have both the telephone line management and the “twin navigation” function. It is also possible to adopt a system in which the mobile phone base station has a separate configuration. Further, as a third embodiment, the configuration of FIG. 18 is modified so that the first GPS unit 218 and the second GPS unit 238 first transmit the absolute position information of themselves and the other party to the mobile phone base station 306 to be collected. In addition, the base station navigation management unit of the mobile phone base station 306 may create image information in which both are displayed on the map, and distribute them to the first mobile phone 302 and the second mobile phone 304, respectively. . According to such a configuration, the burden on the mobile phone side for “twin navigation” is further reduced. However, since the system is based on a telephone line regardless of short-range communication, the line usage is charged.

As described above, each embodiment includes functions unique to the car navigation system and the mobile phone, but most of the features can be commonly applied to both. Furthermore, the various features of the present invention are not limited to car navigation and mobile phones, but can be widely applied to mobile devices and mobile-to-communication devices having communication functions.

It is a block diagram which shows the 1st Example of the position display apparatus which concerns on embodiment of this invention. 3 is a flowchart showing basic functions of a first control unit 8 or a second control unit 28 in FIG. 1. It is a flowchart which shows the detail of step S18 of FIG. It is a flowchart which shows the detail of step S32 of FIG. It is a display screen figure which shows an example of a display in case the own vehicle is a leading vehicle. It is a display screen figure when a succeeding vehicle is delayed and the map scale is widened. It is a display screen figure at the time of being automatically scrolled so that the center of all the vehicles may become the center position of a map display. It is a display screen figure in the state where display continuation of the 2nd other vehicles became impossible. It is a display screen figure when the scale of a map is automatically changed to the enlarged side. It is a display screen figure when the own vehicle which is a leading vehicle turns right. It is a display screen figure in case a 2nd vehicle follows and turns right. It is a display screen figure when the following right turn of all the following vehicles is completed and it becomes the simplified display which abbreviate | omitted map display. It is a display screen figure when it becomes the following vehicle simplified display and the automatic scroll based on the own vehicle is performed. It is a display screen figure of the 3rd vehicle in case each vehicle exists in the position of FIG. It is a flowchart which shows the detail of step S64 of FIG. It is a flowchart which shows the detail of step S112 of FIG. It is a flowchart which shows the detail of step S68 of FIG. It is a block diagram which shows the 2nd Example of the position display apparatus which concerns on embodiment of this invention.

Explanation of symbols

18 First absolute position acquisition means 26 Wireless communication means 14, 20 Map information providing means 16 Map display means 8, 20 Scale determining means 8, 20 Automatic scroll means 8, 20 Alignment means 62 First display means 72 Second display means 8 , 16, 20 Setting management means 8, 16, 20 Notification means

Claims (7)

Provides first absolute position acquisition means for acquiring own first absolute position information, wireless communication means for receiving second absolute position information acquired by an external second absolute position acquisition means, and map information of a predetermined scale Map information providing means and map display means for displaying a position based on the first absolute position information and a position based on the second absolute position information on a map based on the map information provided by the map information output means so as to be distinguishable from each other And setting means for setting whether or not to display the position based on the second absolute position information by the map display means, and setting management means for automatically managing whether or not the setting by the setting means is enabled. The setting management means automatically disables the setting by the setting means when the second absolute position is outside the communicable area of the wireless communication means. Provides first absolute position acquisition means for acquiring own first absolute position information, wireless communication means for receiving second absolute position information acquired by an external second absolute position acquisition means, and map information of a predetermined scale Map information providing means and map display means for displaying a position based on the first absolute position information and a position based on the second absolute position information on a map based on the map information provided by the map information output means so as to be distinguishable from each other And setting means for setting whether or not to display the position based on the second absolute position information by the map display means, and setting management means for automatically managing whether or not the setting by the setting means is enabled. The setting management means automatically enables setting by the setting means when the display of the second absolute position is obtained from the outside. The map information providing means based on the first absolute position information and the second absolute position information so that the position based on the first absolute position information and the position based on the second absolute position information fall within the map within the display range of the map display means. 3. A position display device according to claim 1, further comprising a control means for controlling the position. Has a presence display means for displaying the presence of an external second absolute position acquiring means, the present display device, the external second or without display position based on the second absolute position information by the map display unit position display according to any one of displaying a presence of the absolute position acquiring means from claim 1, wherein 3. Position display according to any one of claims 1 to 4, characterized in that it comprises a notifying means for displaying the second absolute position is automatically informed that it has been determined from the outside. Provides first absolute position acquisition means for acquiring own first absolute position information, wireless communication means for receiving second absolute position information acquired by an external second absolute position acquisition means, and map information of a predetermined scale Map information providing means and map display means for displaying a position based on the first absolute position information and a position based on the second absolute position information on a map based on the map information provided by the map information output means so as to be distinguishable from each other When, a determination means for determining whether to display the position based on the second absolute position information by the map display means, the presence displaying means for displaying the presence of an external second absolute position acquiring means, the presence displaying means the position display device and displaying the presence of an external second absolute position acquiring means or without display position based on the second absolute position information by the map display means. The determination means determines the display of the position based on the second absolute position information by the map display means when a confirmation situation of the second absolute position information occurs, and the map when the confirmation situation of the second absolute position information is resolved 7. The position display device according to claim 6 , wherein no display of the position is determined based on the second absolute position information by the display means.