If there is a detection point that is erroneously recognized as an obstacle even though the detection point indicates a control-target vehicle, an obstacle that does not exist has been detected near the control-target vehicle. Consequently, the control-target vehicle might become unable to autonomously travel in an attempt to avoid a collision with the erroneously recognized obstacle. Considering this, an object indicated by a detection point that is detected by a road-side sensor and that exists within a certain distance range from a position of a control-target vehicle specified by an image recognition camera of a road-side unit, is not regarded as an obstacle.

An electronic device for monitoring a scene via a set of sensor(s) includes an acquisition module, of at least one representation of the scene via the sensor set, and a module for converting each representation into a respective occupancy grid. Each grid includes several zones, each corresponding to a respective portion of the representation, and each zone being in an occupied state if said portion contains an object and in an unoccupied state otherwise. The device also includes a module for calculating a differential grid corresponding to a difference between a current occupancy grid and a reference occupancy grid, by ignoring each zone of the reference grid which is in the occupied state and for which the corresponding zone of the current grid is in the unoccupied state, and a module for detecting a change in the scene, starting from the differential grid.

An electronic device for monitoring a scene via a set of sensor(s) includes an acquisition module, of at least one representation of the scene via the sensor set, and a module for converting each representation into a respective occupancy grid. Each grid includes several zones, each corresponding to a respective portion of the representation, and each zone being in an occupied state if said portion contains an object and in an unoccupied state otherwise. The device also includes a module for calculating a differential grid corresponding to a difference between a current occupancy grid and a reference occupancy grid, by ignoring each zone of the reference grid which is in the occupied state and for which the corresponding zone of the current grid is in the unoccupied state, and a module for detecting a change in the scene, starting from the differential grid.

A vehicle control system includes at least one control inceptor to provide pilot control of an associated vehicle and a communications interface to process external entity SA data associated with an external entity that is received at a communications system associated with the associated vehicle. An SA video screen displays video data to a pilot of the associated vehicle. The video data includes pilot-perspective visual data corresponding to a real-time dynamic virtual representation of surroundings of the associated vehicle that simulates a real-world visual perspective of the pilot to the surroundings of the associated vehicle and is responsive to the pilot control. A visual indicator of the external entity is superimposed onto the pilot-perspective visual data at an approximate location corresponding to an actual location of the external entity relative to the associated vehicle and beyond a visual range of the pilot based on the external entity SA data.

Autoland systems and processes for landing an aircraft without pilot intervention are described. In implementations, the autoland system includes a memory operable to store one or more modules and at least one processor coupled to the memory. The processor is operable to execute the one or more modules to identify a plurality of potential destinations for an aircraft. The processor can also calculate a merit for each potential destination identified, select a destination based upon the merit; receive terrain data and/or obstacle data, the including terrain characteristic(s) and/or obstacle characteristic(s); and create a route from a current position of the aircraft to an approach fix associated with the destination, the route accounting for the terrain characteristic(s) and/or obstacle characteristic(s). The processor can also cause the aircraft to traverse the route, and cause the aircraft to land at the destination without requiring pilot intervention.

A radar camera of a signalized traffic control system determines rain intensity, compares it to a threshold, then adjusts traffic signal operation. Rain intensity of a level relative to the threshold causes the traffic control system to operate in a rain intensity mode. The rain intensity mode has the system hold a call to a traffic light controller during the time when rain intensity is above the threshold. The traffic control system includes a radar camera, traffic controller, a computer with memory, and program instructions. A manner of operation includes sampling camera radar, counting the number of raindrops and raindrop size within a predetermined range, determining rain intensity using the measured raindrop parameters/characteristics, comparing the determined rain intensity with a rain intensity threshold, and operating the traffic controller accordingly while the rain intensity is above the threshold.

A radar camera of a signalized traffic control system determines rain intensity, compares it to a threshold, then adjusts traffic signal operation. Rain intensity of a level relative to the threshold causes the traffic control system to operate in a rain intensity mode. The rain intensity mode has the system hold a call to a traffic light controller during the time when rain intensity is above the threshold. The traffic control system includes a radar camera, traffic controller, a computer with memory, and program instructions. A manner of operation includes sampling camera radar, counting the number of raindrops and raindrop size within a predetermined range, determining rain intensity using the measured raindrop parameters/characteristics, comparing the determined rain intensity with a rain intensity threshold, and operating the traffic controller accordingly while the rain intensity is above the threshold.

Provided are a radar communication integrated cooperative detection method and apparatus based on beam power distribution. The method comprises: determining a farthest detection distance and a detection volume of a single radar in a radar communication integrated system during transmitting of a detection beam when the radar has a preset transmit power; determining a communication success probability of each pair of radars during transmitting communication beams; determining a detection area volume of each pair of radars under different power distribution coefficients based on the farthest detection distance, the detection volume, a different power distribution coefficient of the single radar, and the communication success probability of each pair of radars; determining a power distribution coefficient corresponding to a largest detection area volume from different detection area volumes as a current power distribution coefficient; and determining total detection volume of the radar communication integrated system based on the detection area volume of each pair of radars and the current power distribution coefficient.

The present disclosure is directed to inventive systems, methods, and devices for use in an outdoor lighting network for drone detection. The drone detection system includes one or more lighting fixtures, one or more radar sensors to detect a moving object, and one or more controllers. The controllers receive data from the sensors, determine the velocity and velocity change rate of the object over a period of time, and analyze flight data pertaining to the moving object to determine if the object is a drone. The system can determine the starting location of the moving object, and send a signal indicating its starting location. The system can also track the position of the moving object in the outside environment.

In aspects herein, if GPS signals used as inputs into a GPS landing system become unreliable, an aircraft instead uses signals derived from radar data to operate the GPS landing system. Generally, GPS signals are unreliable if they cannot be received or if the signals are corrupted. Instead of using GPS signals, the landing system uses radar derived location data as inputs. In one example, the radar derived location data is generated using a radar system located at the intended landing site—e.g., an airport or aircraft carrier. The landing site transmits this data to the aircraft which processes the data using its GPS landing system that outputs control signals for landing the aircraft. Thus, even when GPS signals are unreliable, the aircraft can use the GPS landing system to land.