A vehicular multi-sensor system includes a plurality of sensors that include at least a camera and a 3D point-cloud LIDAR. The forward-viewing camera views (i) a traffic lane of a multi-lane road being traveled along by the equipped vehicle and (ii) another traffic lane of the multi-lane road, and the field of sensing of said 3D point-cloud LIDAR sensor at least encompasses the other traffic lane of the multi-lane road. Image data captured by the forward-viewing camera is provided to and is processed at an electronic control unit (ECU). 3D point-cloud LIDAR data captured by the 3D point-cloud LIDAR sensor is provided to and processed at the ECU. Responsive at least in part to processing at the ECU of 3D point-cloud LIDAR data captured by said 3D point-cloud LIDAR sensor, the ECU detects a traffic participant or pedestrian or other vehicle present exterior of the equipped vehicle.

Vehicles in traffic cannot coordinate their actions properly in 5G and 6G without knowing the location and the wireless address of the other vehicle. GNSS signals are generally too slow and too imprecise to discern vehicles in, for example, adjacent lanes. Directional wireless beams are subject to reflections from conducting surfaces, producing chaotic signals and false locations if more than one vehicle is within the transmission beam. To provide precise localization in traffic, methods are disclosed for multiple vehicles (or other mobile devices) to acquire satellite signals simultaneously, and then analyze the data differentially, thereby canceling major uncertainties (such as propagation variations, ephemeris motion, and clock jitter), and thereby determining the relative positions precisely. Unlike prior-art “precision” positioning methods, the disclosed methods do not require averaging multiple acquisitions. On the contrary, examples show how high differential precision can be obtained without averaging, using measurements acquired at the predetermined time.

A method, apparatus, and computer program product are provided for dynamically detecting pedestrian activity. The method includes receiving one or more data objects from a vehicle. The one or more data objects may be processed using an image processing model to determine one or more pedestrian parameters. The method further includes determining whether the one or more pedestrian parameters satisfy one or more pedestrian parameter thresholds. In an instance the one or more pedestrian parameters do not satisfy the one or more pedestrian parameter thresholds, the method further includes causing a safety alert warning to be provided to one or more other vehicles. Corresponding apparatuses and computer program products are also provided.

A vehicular control system includes a camera and a control having a processor that processes image data captured by the camera to determine an approaching vehicle that is approaching an intersection forward of the equipped vehicle. The system determines projected path of the equipped vehicle. Estimated time to arrival of the approaching vehicle at the intersection is determined at least in part by processing of captured image data. Responsive to determination that the equipped vehicle will complete a turn at the intersection before the estimated time to arrival elapses, the system may determine that it is safe to proceed along the projected path of travel. Responsive at least in part to determination that the equipped vehicle will not complete the turn at the intersection before the estimated time to arrival elapses, the system may determine that it is not safe to proceed along the projected path of travel.

A method for performing a cooperative driving maneuver and a vehicle. The method performs a cooperative driving maneuver which includes determining, by a first vehicle, a driving maneuver to be carried out; receiving maneuver information pertaining to a planned driving maneuver of a second vehicle by the first vehicle receiving surroundings information by the first vehicle, stipulating, by the first vehicle based on the received maneuver information and the received surroundings information, a maneuver trajectory for the driving maneuver to be carried out, and performing the driving maneuver by the first vehicle using the stipulated maneuver trajectory. Also disclosed is a way for vehicles to be better able to interpret received information pertaining to a planned driving maneuver of another vehicle to increase safety for the performance of a cooperative driving maneuver.

A system for preventing collisions between users of the system. The system includes a central processing server receiving first path information relating to a first user and second path information relating to a second user. The central processing server determines a projected path of each user. The central processing server compares the projected paths identifies points of intersection, which are locations that put the users at risk of a collision. The central processing server sends navigation directions to avoid the collision to the first user.

Certain aspects of the present disclosure provide techniques for coordinating vehicle platooning with V2X assistance. The techniques generally include: a first vehicle associated with a source UE transmitting a request to a base station to join a vehicle platoon. The request indicates at least one of: an occupancy parameter of a first vehicle associated with the source UE; an autonomy level of the first vehicle; or a travel preference parameter. The occupancy parameter may include a number of passengers, seating positions of passengers, and other occupancy information pertaining safety and prioritization. The autonomy level enables vehicles of similar autonomy to form a platoon that optimizes headways, thus minimizing fuel consumption due to air resistance. The travel preference parameter may include a preferred speed of the source UE. The source UE may receive a response message indicating confirmation that the first vehicle is allowed to join the vehicle platoon.

A system and method for navigating a vehicle automatically from a current location to a destination location without a human operator is disclosed. The method includes identifying a vehicle location using global positioning system (GPS) data regarding the vehicle. Also included is identifying that the vehicle location is near or at a parking location. Then, using mapping data defined for the parking location. The mapping data at least in part is used to find a path at the parking location to avoid a collision of the vehicle with at least one physical structure when the vehicle is automatically moved at the parking location. The method includes instructing the electronics of the vehicle to proceed with controlling the vehicle to automatically move from the current location to the destination location at the parking location. The electronics use as input at least part of the mapping data and sensor data collected from around the vehicle by at least two vehicle sensors. The path is configured to be updatable dynamically based on changes in the destination location or changes along the path. The destination location is a parking spot for the vehicle at the parking location.

A position estimation unit (2) comprising a first transceiver device (3) and a processing unit (10) that is arranged to repeatedly calculate time-of-flight (TOF) for radio signals (x.sub.1, x.sub.2, x.sub.3, x.sub.4, x.sub.5, x.sub.6) sent pair-wise between two transceivers among the first transceiver device (3) and at least two other transceiver devices (7, 8, 9); calculate possible positions for the transceiver devices (3, 7, 8, 9), which results in possible positions for each transceiver device (3, 7, 8, 9); and perform Multidimensional scaling (MDS) calculation in order to obtain relative positions of the transceiver devices (3, 7, 8, 9) in a present coordinate system. After two initial MDS calculations, between every two consecutive MDS calculations, the processing unit (10) is arranged to repeatedly perform a processing procedure comprising translation, scaling and rotation of present coordinate system such that a corrected present coordinate system is acquired. The processing procedure is arranged to determine the corrected present coordinate system such that a smallest change for the relative positions of the transceiver devices (3, 7, 8, 9) between the consecutive MDS calculations is obtained.

An ECU of a driving support system as a route candidate setting system is configured to provide a first curved line represented by a first function having x coordinate as a variable and y coordinate and a second curved line represented by a second function having x coordinate as a variable and y coordinate and having a lower degree than the first function, and set the first and second curved lines as traveling-route candidate RC. In a case where an obstacle is detected by a camera and a radar, the ECU is configured not to provide the first curved line having its terminal point corresponding to a grid point Gn located on a forward side, in an advancing direction of a vehicle, of the obstacle and the second curved line having its start point corresponding to this grid point Gn.