Denso Corporation

Nippondenso Co., Ltd.

Toyota Jidosha Kabushiki Kaisha

Kagawa University

Denco Corporation

Kazuyoshi Isaji

Naohiko Tsuru

Mutsumasa Koujiya

Shinichi Iwai

Minoru Okada

Yutaka Ohashi

Yutaka Ohasi

Toshihiro Takei

Kiyotaka Taguchi

Nozomi Kitagawa

Hideki Kato

Kenji Miyake

Sei Iguchi

Yuji Ota

Kenta Takahashi

Shou Morikawa

Yuichi Minamiguchi

Tatsumi Sugiyama

Keiichi Uno

Shingo Wanami

Takuya Nezaki

Norio Yamamoto

Toshiaki Matsuhashi

Kenji Muto

Shigenori Kobayashi

Hitoshi Wada

Kiyoshi Sugimura

Kyojiro Suzuki

Akihiko Yagyu

Tsubasa Okuya

Masato Matsumoto

Takahiro Wada

Akihito Tanahashi

Teppei Miyake

Mariko Seto

Toshiya Kudo

Masayuki Angata

Ryoutarou Kachuu

Hiroshi Kaneko

A self-localization estimation unit of a self-localization estimation device determines, based on mutual relationships between the in-lane position and the absolute position including the error, whether there is lane-relevant candidate information, the lane-relevant candidate information representing that one or more in-vehicle positions are each estimated to be in which of lanes identified by the lane information; and estimates, based on a result of the determination of whether there is lane-relevant candidate information, a localization of the own vehicle corresponding to the map information.

Self-localization estimation device

An automatic driving proposal device or an automatic driving proposal method is used for a vehicle that selects either a state of an automatic driving or a state of a manual driving by an occupant. The automatic driving proposal device or the automatic driving proposal method performs a driving change request to the occupant in the state of the automatic driving, determines whether the automatic driving is possible in the state of the manual driving, calculates a calculation value corresponding to a distance or a prediction time or calculates a change index, and proposes the automatic driving to the occupant on a necessary condition of determining that the automatic driving is possible and also determining that the calculation value is higher than a threshold value or determining that the change index is lower than a threshold value.

Automatic driving proposal device and automatic driving proposal method

A route setting device includes: a route candidate generation unit that generates multiple route candidates from a current position to a destination; an index calculation unit that calculates, for each of the multiple route candidates, a change index that indicates a probability that an automatic driving system performs a driving change request when a vehicle travels along each of the multiple route candidates by using the automatic driving system; a display unit that associates the multiple candidates with the change index calculated for each of the multiple route candidates, and display the multiple associated route candidates and the associated change index; an input unit that receives a selection among the multiple route candidates by an occupant of the vehicle; and a route setting unit that sets a route among the multiple route candidates based on the selection received by the input unit.

Route setting device

An autonomous driving control apparatus installable in a vehicle includes a path determining section, an obstacle determining section that determines whether an obstacle on the planned driving path is a passage acceptable obstacle or a passage unacceptable obstacle, the passage acceptable obstacle being previously set as an obstacle that the vehicle is allowed to come into contact with while passing, the passage unacceptable obstacle being previously set as an obstacle that the vehicle is not allowed to come into contact with while passing, and a control instructing section that gives an instruction of control to a maneuver controller to perform at least one of controlling a speed of the vehicle and controlling a steering of the vehicle to control a maneuver of the vehicle. If the obstacle is determined to be the passage acceptable obstacle, the control instructing section gives an instruction of the control to pass over the obstacle.

Autonomous driving control apparatus and autonomous driving control method for vehicle

A self-localization estimation device includes: a map-information acquisition unit that acquires map information including lane information for specifying lanes in which vehicles are enabled to travel; a position calculation unit that calculates an own-vehicle absolute position being an absolute position of an own vehicle in response to navigation signals received from a plurality of navigation satellites, the position calculation unit including a self-location measurement unit, a vehicle-momentum measurement unit, and dead reckoning unit; and a position estimation unit that estimates, based on the map information and the own-vehicle absolute position, a corrected own-vehicle position being a corrected position of the own vehicle. The position estimation unit estimates the corrected own-vehicle position by superimposing a reliability of the map information and a reliability of the own-vehicle absolute position on each other.

An automatic traveling control apparatus includes an automatic traveling control unit, a function determining unit, a first notifying unit, an abnormality detecting unit, and a second notifying unit. The automatic traveling control unit makes an own vehicle automatically travel along a route to a destination. The function determining unit determines whether or not the state of a function used for automatic traveling is normal. The first notifying unit gives notification of the state of the function determined by the function determining unit. The abnormality detecting unit detects an abnormality in the notification of the state of the function by the first notifying unit. The second notifying unit gives a characteristic notification set in advance, when the abnormality detecting unit detects an abnormality in the notification of the state of the function by the first notifying unit and the function determining unit determines that the state of the function is normal.

Automatic traveling control apparatus and automatic traveling control system

A driving support apparatus derives position prediction data when T=Tn, which is when a predicted time Tn has elapsed from the present time, based on acquired map data, position data and speed data. Direction prediction data indicating a traveling direction of a vehicleat the time T=Tn is derived based on acquired map data and derived position prediction data. A yaw angle which is an angle formed by a traveling direction Drepresented by e direction data and the traveling direction Dn represented by direction prediction data is derived. A target speed Vn of the vehicle is then derived.

Driving support apparatus

A vehicle identification apparatus mounted in a vehicle provided with a detection unit configured to detect a speed of a first other vehicle and a communication unit configured to receive information indicative of a speed of a second other vehicle from the second other vehicle. In the apparatus, a calculation unit calculates an indicator value indicative of a likelihood that the first and second other vehicles are the same, where the indicator value is defined as a function of the speed of the first other vehicle detected by the detection unit and the speed of the second other vehicle indicated by the information received by the communication unit. A determination unit determines whether or not the first and second other vehicles are the same on the basis of the indicator value calculated by the calculation unit.

Vehicle identification apparatus and method

A vehicle behavior control apparatus mounted in a vehicle to control steering of the vehicle. A virtual road outline, which is an outline of a drivable road region where the vehicle will travel, is determined on the basis of detection results from a location sensor. The virtual road outline is reconstructed as a sequence of road segments, such as straight road segments, and right- and left-hand curved road segments. When a current road segment where the vehicle is currently present is a right- or left-hand curved road segment, a subsequent road segment where the vehicle will be present subsequently is tentatively set to a straight road segment until the vehicle reaches the subsequent road segment. The steering angle is controlled so that a virtual-road boundary distance is adapted to a proper distance from the vehicle to a boundary of the virtual road outline situated in front of the vehicle.

Vehicle behavior control apparatus

The vehicle-use speed control apparatus sets a virtual preceding vehicle assumed to run at a target speed at a predetermined initial distance ahead of the own vehicle when the brake pedal is operated causing a relative speed between the actual vehicle speed and the target speed exceeds a predetermined value, calculates an initial value of a performance index for approach and alienation based on the initial distance and the target speed. Thereafter, the vehicle-use speed control apparatus repeatedly calculates a following distance to the virtual preceding vehicle based on a time elapsed from when a speed control start condition is satisfied, the current relative speed and the initial distance, and a target relative speed based on the initial distance, the initial value of the performance index and the following distance, and controls the vehicle speed based on the difference between the target relative speed and the actual relative speed.

Vehicle-use speed control apparatus

A vehicle behavior control apparatus disposed in a subject vehicle performs a steering angle control of the subject vehicle. The apparatus acquires lead vehicle information transmitted from a lead vehicle to determine a virtual shape of a road (i.e., a virtual road shape) based on a travel locus of the lead vehicle. A virtual road border distance is calculated as a distance from the subject vehicle to a road border of a virtual curve road positioned straight in front of the subject vehicle. The apparatus, calculates an appropriate turn radius for travel along the virtual curve road and, based on the appropriate turn radius, calculates an appropriate distance from the subject vehicle to the virtual road border positioned in front of the subject vehicle. A steering unit then controls a steering angle of the subject vehicle by maintaining the virtual road border distance with the appropriate distance.

A vehicle behavior control device for controlling acceleration/deceleration includes: a velocity acquisition device; a current position acquisition device; a preceding vehicle determination device; a following distance detection device; a preceding vehicle information acquisition device; a relative velocity calculation device of a preceding vehicle; a first evaluation index calculation device of a first evaluation index indicating an approaching/separating state to the preceding vehicle in view of the preceding vehicle velocity; a first deceleration target determination device for determining whether the first evaluation index exceeds a first deceleration threshold; and a following deceleration calculation device for calculating a first required deceleration when the first evaluation index exceeds the first deceleration threshold. The first required deceleration provides to match an actual relative velocity with a first target relative velocity, which is determined based on the first evaluation index and the following distance.

Vehicle behavior control device

A device executes a preceding vehicle following driving control and successively calculates a friction-braking-start threshold value, an engine-braking-start threshold value, an acceleration-control-completion threshold value by using equations L, Land L, respectively. The device uses a constant vehicle speed zone determined between the engine-braking-start threshold value and the acceleration-control-completion threshold value. When a compensated-evaluation-index value KdB_c of a vehicle distance between the own vehicle and a preceding vehicle is within the constant vehicle speed zone, the device drives the own vehicle at a constant speed. This control suppresses fuel consumption because of decreasing an acceleration and deceleration frequency of the own vehicle. Decreasing the deceleration frequency makes it possible to provide good vehicle following because less frequent acceleration is needed for following the preceding vehicle even if another vehicle cuts in between the own vehicle and the preceding vehicle or the preceding vehicle accelerates after decelerating.

Device for executing preceding vehicle following driving control

A steering control device for a vehicle includes: a position detection sensor for detecting a position of a road boundary and accessories in front of the vehicle; a road curvature radius calculator for calculating an outer curvature radius of a road; a turning radius calculator for calculating an appropriate turning radius; an appropriate distance calculator for calculating an appropriate road boundary distance between a front end of the vehicle and the road boundary in front of the vehicle; an actual distance detector for detecting an actual road boundary distance between the front end of the vehicle and the road boundary in front of the vehicle; and a steering wheel angle determination element for determining acceptability of the turning angle of the steering wheel based on comparison between the appropriate road boundary distance and the actual road boundary distance.

Steering control device for vehicle

A vehicle speed control method calculates a present value KdB_c(a)_p of a corrected evaluation index of approach/separation condition by the following equation, and starts deceleration control when the determined present value KdB_c(a)_p exceeds a threshold value determined by a braking determining equation. In the deceleration control, a corrected target relative speed is determined based on an evaluation index KdB: wherein VrGy_offset, VrGy, a, Ds indicate a curve-time target speed, a difference between the curve-time target speed and a speed of a subject vehicle, a constant and a curve entrance arrival distance, respectively.

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Kariya, Japan

Kazuyoshi Isaji