JPH1164012A - Communication device for mobile body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately perform course guiding, etc., for a mobile body by relating to a mobile body communication device, preventing a position information containing error information from being received from a standstill mobile body. SOLUTION: A transmission means 5 for transmitting a radio wave signal, a receiving means 4 for receiving the radio signal from other mobile bode, and a control means 3 which makes the transmission means 5 transmit the position information of a mobile body itself, when the receiving means 4 receives a request signal from the other mobile body, are provided to the mobile body communication device. Further, a detecting means 9 for detecting behavior of the mobile body itself, and a prohibit means 33 which prohibits the operation of the control means 3, also that the transmission means 5 does not transmit the position information of the mobile body itself, even when the request signal from the other mobile body is received when a specified state of the mobile body itself is detected with the detecting means 9, are provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

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

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

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

[0005]

By the way, in a mobile communication apparatus, for example, information on traffic congestion in a route (for example, an intersection) where one mobile is going to go, or a route to reach that point. Various information of
By receiving the information from the other moving object that is currently located at that point or along the route, it is possible to take measures (for example, change the route to the destination) based on the received information. However, in order to achieve such a function, it is a precondition that highly accurate information can be obtained from the other mobile object.

However, in the conventional mobile communication device, little consideration has been given to the current operating state of the mobile that transmits the information signal.
In the mobile unit receiving the information signal, there is a case where erroneous information is included in the obtained information, and there is room for improvement in ensuring the reliability of the information signal.

[0007] That is, for example, one of the mobile units that wants to obtain position information related to traffic congestion information on a road ahead in the traveling direction, and receives a request signal from the one mobile unit and transmits predetermined position information to the one mobile unit. In the case of a conventional configuration in which position information is transmitted uniformly in response to the reception of a request signal between the other mobile unit that transmits to the other mobile unit, for example, the mobile unit that transmits the position information Is currently in a stopped state and location information corresponding to the stopped state (for example,
Information that the position coordinates of other moving objects do not change continuously)
Is transmitted, in the moving body receiving the position information, the stopping of the moving body on the transmitting side is a temporary stop due to a waiting time of a traffic signal, a stop caused by traffic congestion on the road, or When it is not possible to determine the details of the stop as to whether the stop was due to an inability to run due to an accident or the like, and, for example, erroneously recognizes this as traffic congestion information due to traffic congestion on the road despite the stop simply due to the waiting time of a traffic signal There is.

Accordingly, the present invention prevents position information including erroneous information from being received from a stopped moving body, and thus can accurately perform route guidance and status notification of the moving body with highly accurate position information. It is intended to provide such a mobile communication device.

[0009]

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

In the communication device for a mobile unit according to the first invention of the present application, a transmitting unit for transmitting a radio signal, a receiving unit for receiving a radio signal from another mobile unit, and a receiving unit for receiving the radio signal from the other mobile unit. Control means for transmitting the position information of the mobile unit from the transmitting unit when the request signal is received, a detecting unit for detecting an operation state of the mobile unit, When a predetermined state of the own moving body is detected by the detecting means, the operation of the control means is performed so that the position information of the own moving body is not transmitted from the transmitting means even if a request signal from the other moving body is received. Prohibition means for prohibition is provided.

According to a second aspect of the present invention, in the mobile communication device according to the first aspect, the detecting means detects that the own moving body is stopped, and the prohibiting means includes the prohibiting means. When the stop of the moving body is detected, transmission of the position information by the transmission means is prohibited.

According to a third aspect of the present invention, in the mobile communication device according to the second aspect, there is provided an elapsed time detecting means for detecting an elapsed time from a stop of the own mobile body, and the prohibiting means comprises: When the elapsed time is equal to or longer than a predetermined value, transmission of the position information of the own moving body by the transmitting means is permitted.

According to a fourth aspect of the present invention, in the mobile communication device according to the second aspect, the detecting means detects a braking state of a parking brake.

According to a fifth aspect of the present invention, in the mobile communication device according to the second aspect, the detection means detects an operation of a hazard.

In a sixth aspect of the present invention, in the mobile communication device according to the second aspect, the detecting means detects an operation of a turn signal.

According to a seventh aspect of the present invention, in the mobile communication device according to the second aspect, the detecting means detects a stop of the own mobile at an intersection of a road. I have.

According to an eighth aspect of the present invention, in the mobile communication device according to the second aspect of the present invention, when the own mobile unit is stopped, the position information of the own mobile unit is transmitted to another mobile unit. It is characterized by having manual operation means.

According to a ninth aspect of the present invention, in the mobile communication device according to the first aspect, the location information is used to determine a traffic jam at a point where the own mobile body is located to the other mobile body. It is characterized in that it is a signal for causing

According to a tenth aspect of the present invention, in the mobile communication device according to the first aspect, the control means includes:
The present invention is characterized in that a vehicle speed signal of the own moving body is transmitted together with the position information of the own moving body.

According to an eleventh aspect of the present invention, in the mobile communication device according to the first aspect, the detecting means comprises:
It is characterized in that it detects that the manual operation means operated by the occupant has been operated.

According to a twelfth aspect of the present invention, in the mobile communication device according to the first aspect, the detecting means includes:
It is characterized by detecting GPS positioning accuracy.

A thirteenth invention of the present application is the mobile communication device according to the first invention, wherein the detecting means detects a busy state of the control means.

[0023]

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

(1) According to the mobile communication device according to the first invention of the present application, a transmitting means for transmitting a radio signal;
Receiving means for receiving a radio signal from another moving body, and control means for transmitting position information of the own moving body from the transmitting means when a request signal from the other moving body is received by the receiving means. Detecting means for detecting an operation state of the own moving body, and receiving a request signal from the other moving body when the detecting means detects a predetermined state of the own moving body. Prohibiting means for prohibiting the operation of the control means so that the position information of the own moving body is not transmitted from the transmitting means, so that a predetermined state of the own moving body by the detecting means, for example, If the stop state due to the waiting time of the traffic signal not related to the vehicle is detected, the transmission of the position information of the own moving body at the present time, that is, the transmission of the erroneous information including the information not related to the traffic congestion is prohibited. That.

Therefore, according to the mobile communication device of the present invention, the other mobile units that are ready to receive the position information from the own mobile unit receive the erroneous information from the own mobile unit and receive traffic information on the road. Without misrecognizing
It is possible to perform accurate route guidance and status notification by receiving only accurate and highly reliable position information.

(2) According to the communication device for a mobile object according to the second invention of the present application, in the communication device for a mobile object according to the first invention, the own moving object is stopped by the detection means. And the prohibiting means prohibits the transmission of the position information by the transmitting means when the stop of the own moving body is detected. In this state, the transmission of the position information from the own moving body is prohibited, so that the effect described in the above (1) is more reliable.

(3) According to the communication device for a mobile object according to the third invention of the present application, in the communication device for a mobile object according to the second invention, the elapsed time from the stop of the own mobile object is detected. Elapsed time detecting means, wherein the prohibiting means comprises:
When the elapsed time is equal to or more than a predetermined value, that is, when it is considered that the vehicle is not stopped temporarily due to a mere traffic signal waiting time but stopped due to traffic congestion on the road, the transmission means transmits the position information of the own moving body. When traffic on the road is congested, the traffic congestion information is accurately transmitted to other mobiles and can be effectively used for route guidance of the other mobiles. In combination with the prohibition of transmission of erroneous information when it is determined that the vehicle is not stopped, the reliability of the position information from the own moving body is further enhanced.

(4) According to the communication device for a mobile object according to the fourth invention of the present application, in the communication device for a mobile object according to the second invention, the detecting means detects the braking state of the parking brake. At present, it is determined that the self-moving body is not stopped due to traffic congestion on the road but is stopped based on the intention of the occupant, that is, the self-moving body is determined to be in a state where its own position information should not be transmitted. Thus, the transmission of erroneous information from the mobile device is reliably prevented, and the reliability of the position information from the own moving body is ensured.

(5) According to the communication device for a mobile object according to the fifth invention of the present application, in the communication device for a mobile object according to the second invention, the detection means detects the operation of the hazard. Since it is determined that the self-moving object is not stopped due to traffic congestion on the road but is stopped based on the intention of the occupant, that is, it is determined that the self-position information should not be transmitted, the self-moving object is stopped. The detection of the state and the prohibition of transmission of erroneous information from the own mobile body are surely ensured, and the reliability of the position information from the own mobile body is ensured.

(6) According to the communication device for a mobile object according to the sixth invention of the present application, in the communication device for a mobile object according to the second invention, the detecting means detects an operation of a turn signal. At present, it is determined that the self-moving body is not stopped due to traffic congestion on the road, but is in a stopped state based on the intention of the occupant performed by turning on a turn signal, and is in a state in which own position information should not be transmitted. Therefore, it is possible to reliably detect the stop state of the own mobile unit, and further prohibit transmission of erroneous information from the own mobile unit, thereby ensuring the reliability of the position information from the own mobile unit.

(7) According to the communication device for a mobile object according to the seventh invention of the present application, in the communication device for a mobile object according to the second invention, the detecting means includes: Is not a stop due to traffic congestion on the road, but a temporary stop at an intersection, for example, a stop state in waiting for a gap between oncoming vehicles when turning right at an intersection, and should transmit its own position information. It is determined that the vehicle is in a non-moving state, so that it is possible to reliably detect the stop state of the own vehicle, and further prohibit transmission of erroneous information from the own vehicle, and to improve the reliability of the position information from the own vehicle. Is secured.

(8) According to the communication device for a mobile object according to the eighth invention of the present application, in the communication device for a mobile object according to the second invention, the operation is performed when the own vehicle stops. Since it has a manual operation means for transmitting the position information of the moving body to another moving body, for example, the current moving body is currently in a stopped state, but this stopped state is a cause of traffic congestion on the road, for example, due to an accident. When the vehicle is stopped, by transmitting the position information of the own moving body, it is possible to give information such as a position where traffic jam will occur to other moving bodies receiving this position information and time, and the like. This makes it possible to effectively utilize the position information from the own moving body.

(9) According to the communication device for a mobile object according to the ninth invention of the present application, in the communication device for a mobile object according to the first invention, the position information includes the position of the own mobile object. Since the signal is used to make the other mobile unit determine the congestion at the point where the mobile unit is located, when the position information is transmitted, that is, the predetermined state of the own mobile unit is detected and erroneous information can be transmitted. In cases other than the case where the transmission of the position information itself is prohibited in order to eliminate the possibility, the other mobile body can reliably obtain the highly reliable congestion information by receiving the position information, and Effective utilization will be promoted.

(10) According to the communication device for a mobile object according to the tenth invention of the present application, in the communication device for a mobile object according to the first invention, the control means may include the position information of the own mobile object together with the position information of the own mobile object. Since the vehicle speed signal of the moving body is transmitted, the other moving body is located at the position where the own moving body is located based on both the position information relating to the current position of the own moving body and the vehicle speed signal. By performing the traffic jam determination on the road at, it is possible to obtain more reliable traffic jam information than in the case of performing traffic jam determination based only on, for example, only position information.

(11) According to the communication device for a mobile object according to the eleventh invention of the present application, in the communication device for a mobile object according to the first invention, the detection means is a manual operation means operated by an occupant. Is detected, and when the manual operation means is operated, transmission of the position information is prohibited. For example, the vehicle speed does not increase due to an engine trouble, and the position information of the own moving body is kept in this state. If it is determined that there is a possibility that erroneous information will be transmitted when transmitting the erroneous information, transmission of the position information is prohibited by the occupant operating the manual operation means, and the erroneous information is transmitted to another moving body. Is reliably prevented, and the reliability of the positional information received from the other mobile unit from the own mobile unit is increased accordingly.

(12) According to the communication device for a mobile object according to the twelfth invention of the present application, in the communication device for a mobile object according to the first invention, the detecting means detects GPS positioning accuracy. When the positioning accuracy of the GPS is determined to be poor, transmission of the position information which may include erroneous information is prohibited, so that the reliability of the position information is ensured and the position information is received. The above-mentioned other mobile body can perform accurate route guidance or status notification by receiving only accurate and reliable position information.

(13) According to the communication device for a mobile object according to the thirteenth invention of the present application, in the communication device for a mobile object according to the first invention, the detecting means detects the busy state of the control means. Since the transmission of the position information is prohibited in a busy state in which there is a possibility that an error may occur in the processing of the position information itself in the control means, the position information transmitted from the own mobile body is prohibited. Reliability will be ensured.

[0038]

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

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

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

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

Configuration of Mobile Communication Device The hardware configuration of the mobile communication device used in the following embodiment will be described with reference to FIGS.

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

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

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

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

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

Control in Mobile Communication Apparatus Next, control in the case where inter-vehicle communication is performed by the mobile communication apparatus will be specifically described.

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

In the above control, the request signal specifies the frequency of the information signal transmitted from another vehicle, and the signal of the specified frequency is received to ensure the acquisition of the information. .

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Next, in step S9, it is determined whether there is another road (unit) to be displayed other than the above road (unit).
Is repeated to display the road, and the display returns when all the roads (units) have been displayed.

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

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

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

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

As described above, when there is no data at the present time, not all roads are displayed as roads without considering traffic congestion information, but are displayed by estimation based on past traffic congestion information. However, the range of roads on which no traffic congestion information is added is reduced, and the reliability of the information is increased accordingly.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

On the other hand, if none of the above conditions are satisfied, that is, if the control means is not busy, the cancel switch is not operated, and a request signal is received, the step The process shifts to transmission control of a reply signal in S4 and subsequent steps.

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

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

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

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

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

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

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

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

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

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

[Brief description of the drawings]

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[Explanation of symbols]

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

Claims (13)

[Claims] A transmitting means for transmitting a radio signal; a receiving means for receiving a radio signal from another mobile; and a transmitting means for receiving a request signal from the other mobile by the receiving means. What is claimed is: 1. A mobile communication device comprising: a control unit configured to transmit position information of a mobile body. A detection unit configured to detect an operation state of the mobile unit, and a predetermined state of the mobile unit by the detection unit. Is detected, the prohibition means for prohibiting the operation of the control means so that the position information of the own mobile body is not transmitted from the transmission means even if the request signal from the other mobile body is received. Characteristic communication device for mobile object. 2. The apparatus according to claim 1, wherein the detecting means detects that the own moving body is stopped, and the prohibiting means is configured to detect the position of the own moving body when the stopping of the own moving body is detected. A communication device for a mobile object, wherein transmission of information is prohibited. 3. The vehicle according to claim 2, further comprising: an elapsed time detecting unit configured to detect an elapsed time from a stop of the self-moving body.
A communication device for a mobile object, wherein transmission of the position information of the own mobile object by the transmission means is permitted. 4. The mobile communication device according to claim 2, wherein the detecting means detects a braking state of a parking brake. 5. The communication device for a mobile body according to claim 2, wherein the detection means detects an operation of a hazard. 6. The mobile communication device according to claim 2, wherein the detection means detects an operation of a turn signal. 7. The mobile communication device according to claim 2, wherein the detection means detects a stop of the own mobile at an intersection of a road. 8. The communication for a mobile unit according to claim 2, further comprising a manual operation unit that is operated when the own mobile unit is stopped to transmit position information of the own mobile unit to another mobile unit. apparatus. 9. The communication for a mobile unit according to claim 1, wherein the position information is a signal for causing the other mobile unit to perform a congestion determination at a point where the own mobile unit is located. apparatus. 10. The communication device for a mobile unit according to claim 1, wherein the control unit is configured to transmit a vehicle speed signal of the mobile unit together with position information of the mobile unit. 11. The mobile communication device according to claim 1, wherein the detection means detects that a manual operation means operated by an occupant has been operated. 12. The mobile communication device according to claim 1, wherein said detection means detects GPS positioning accuracy. 13. The communication device according to claim 1, wherein the detecting means detects a busy state of the control means.