Denso Corporation

National Institute of Information and Communications Technology, Incorporated

Masprodenkoh Kabushikikaisha

Minoru Okada

Hiroshi Inou

Takehito Fujii

Yutaka Aoki

Masahiro Kuwabara

Mamoru Sawada

Kazuyoshi Isaji

Masayuki Fujise

Seiji Totsuka

Hiroshi Harada

Masahiro Goto

Manabu Sawada

Kenji Miyake

Hiromichi Tanaka

Kenta Takahashi

Tatsumi Sugiyama

Yuichi Minamiguchi

Hiroshi Shibata

Yoshifumi Kato

Takashi Sugiyama

Toshiki Matsumoto

Masashi Kato

Takafumi Ito

Akihito Iwai

Hiroshi Uesugi

Osamu Katayama

Yousuke Hattori

Tadashi Kamada

Tomoko Kodama

Tsubasa Okuya

Hirotaka Naruse

Kouji Kawakita

Takayuki Toya

Kenji Suganuma

Hirotaka Sakai

Teppei Miyake

Kazuyoshi Kato

Toru Sakamoto

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

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.

A method includes the step of receiving traffic signal display information from a traffic control unit controlling a display of a traffic signal located near an intersection when a vehicle is driving toward the intersection. The traffic signal display information includes a current display state of the traffic signal and information indicating a remaining time for which the current display state of the traffic signal will continues. The method further includes the step of acquiring traffic signal recognition information when the vehicle is driving toward the intersection. The traffic signal recognition information is recognized by a traffic signal detector mounted on the vehicle and indicating a current display of the traffic signal. The method further includes the step of controlling driving of the vehicle when the vehicle enters the intersection based on the traffic signal display information and the traffic signal recognition information.

Vehicle control method and system

In a vehicle control device, a target motion estimation unit estimates a motion for a target area representing an area where no other vehicle is traveling on a lane in the future based on motions of other vehicles traveling on the lane to which a course is to be changed. A control amount setting unit sets a control amount of an own vehicle required in order to make the motion of the target area and a motion of the own vehicle match. A motion control unit controls the motion of the own vehicle according to the set control amount.

Vehicle control device

A control device is provided with: a position acquisition section for acquiring a current location; an information acquisition section for acquiring, from a specific device, device position information including a device position indicating the position of the specific device; a storage control section for storing the current position of the control device into a nonvolatile storage device; and a control execution section for executing driving assist control based on a current-time position of the control device and the device position information. The control execution section is provided with: a distance calculation section for calculating a distance between the device position and the stored position; and a distance determination section for determining whether or not the device-to-device distance is smaller than a distance threshold which is a prescribed distance. When the device-to-device distance is smaller than the distance threshold, the control execution section starts execution of the assist control.

Control device and assist system

A vehicular data conversion apparatus includes: an acquisition portion that acquires vehicle data from a vehicle; a first storage portion that stores a data processing method for outputting the vehicle data to an outside of the vehicle in accordance with a classification level corresponding to the vehicle data acquired by the acquisition portion; and an output portion that outputs the vehicle data that has been converted in accordance with the data processing method stored in the first storage portion.

Vehicular data conversion apparatus and vehicular data output method

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

In an apparatus for correcting a location of a vehicle, a satellite positioning unit mounted in the vehicle measures the location of the vehicle using navigation satellites. A locational trajectory generating unit generates a locational trajectory of the vehicle based on the location of the vehicle measured by the satellite positioning unit. A location correcting unit corrects the location of the vehicle based on the locational trajectory and map information stored in a map information storage. The location correcting unit, for each of the vehicle locations included in the locational trajectory, determines in which one of the lanes of the road the vehicle was traveling as the vehicle location was measured, and geometrically compares at least one traveled lane of the road acquired from the determination and the locational trajectory, and based on the comparison, calculates a locational correction amount of the location of the vehicle.

Apparatus for correcting vehicle location

A disclosed wireless communication device includes an antenna for communication, a transmission unit, a reception unit, a transmission/reception switchover unit, a communication control unit, a diagnosis start determination unit, a loopback path forming unit, a reception level determination unit, a reception duration determination unit, and a fault assertion unit. When a loopback path, which inputs a transmission signal outputted from the transmission unit into the reception unit, is formed by the loopback path forming unit, the reception level determination unit detects a signal level of a reception signal received by the reception unit, and determines whether or not the signal level is normal. The reception duration determination unit measures a reception duration of the reception signal in the reception unit, and determines whether or not the reception duration has exceeded a threshold value for abnormality determination.

Wireless communication device using a loopback path for fault diagnosis

A disclosed wireless communication device performing transmission and reception in a time-division manner includes an antenna, a transmission unit, a reception unit, a transmission/reception switchover unit, a first path switchover unit, a directional coupler, a second path switchover unit, a first fault diagnosis unit, and a second fault diagnosis unit. The second fault diagnosis unit causes the second path switchover unit to form a reflection signal input path; causes a second transmission signal level-adjusted for fault diagnosis to be outputted from the transmission unit; acquires a signal level of a reflection signal from the antenna inputted from the directional coupler into the reception unit; and determines whether or not a transmission radio wave is normally emitted from the antenna based on the signal level of the reflection signal.

Wireless communication device

An acceleration control system stores a target acceleration calculation equation acquired by transforming an equation that expresses that a product of the differentiation of the square power of the speed and the environmental factor &#x3b1;represents a sensed value &#x3b5; of acceleration. A surrounding environment monitor device detects surrounding bodies present in the forward periphery of the vehicle, and an environmental factor calculation unit calculates the environmental factor &#x3b1;by using the detected positions of the surrounding bodies. A target acceleration setting unit successively sets target accelerations ain compliance with the target acceleration calculation equation by using the environmental factor &#x3b1;. The acceleration is executed to match the driver's feeling.

Acceleration control system

A method and an apparatus for estimating behaviors of a vehicle are provided. At least two GPS antennas are located along a longitudinal axis of a vehicle so that speed vectors at the positions where the GPS antennas are located can be determined based on GPS signals received by the GPS antennas. The speed vectors are known to be estimated with high accuracy based on the GPS signals. The positions of the GPS antennas on the local coordinate system are estimated based on such highly accurate speed vectors, so that the estimated positions may also have high accuracy. Based on a line connecting these highly accurate positions of the GPS antennas, an inclination of the longitudinal axis of the vehicle is estimated. Use of the high-accuracy speed vectors enables high-accuracy estimation on the positions of the GPS antennas and the vehicle direction on the local coordinate system.

Method and apparatus for estimating behaviors of vehicle using GPS signals

An acceleration control system controls acceleration of a vehicle to match the driver's feeling. In this control, the vehicle is controlled so that acceleration remains constant at the initial stage and then a differentiated value of a square power of a vehicle speed remains constant. This control is based on the finding of a normal acceleration operation attained by a driver. A linear relation exists between the acceleration in the initial stage of acceleration and the differentiated value of the square power of the speed. Switching of control from the constant acceleration to the constant differentiated value of the square power of the speed is made at a change-over speed determined by the linear relation.

An apparatus corrects a position coordinate measured by a GPS receiver. Road data representing a position coordinate of a constructed road is included. Locus data representing a plurality of position coordinates of the GPS receiver during a past specified period is generated based on a position coordinate acquired. A road section traveled by the GPS receiver during the past specified period is estimated based on road data stored and a position coordinate acquired. A bias error of a position coordinate measured by the GPS receiver is estimated based on position coordinates at a plurality of points in a road section estimated and position coordinates at a plurality of points represented by the locus data. A position coordinate measured by the GPS receiver is corrected based on a bias error estimated and outputted.

Position correction apparatus

A software system for use in an electronic control unit (ECU) is designed to facilitate its reuse without redesigning of triggers even when a target hardware is changed. The design of the software system includes a classification of trigger types into two categories, that is, a function trigger and a software trigger, and combination of the function trigger to the software tasks in addition to the association of the function triggers with the software triggers for hardware independent design of the software system.

Growing community of inventors

Gifu, Japan

Minoru Okada