An inertial measurement unit (IMU) self-test system includes an IMU and a control circuit. The control circuit is configured to receive IMU data collected by the IMU and inputs from systems external to the IMU indicative of mechanical stimulus, wherein the control circuit utilizes IMU data collected in response to the mechanical stimulus to determine IMU validity.

An inertial measurement unit (IMU) self-test system includes an IMU and a control circuit. The control circuit is configured to receive IMU data collected by the IMU and inputs from systems external to the IMU indicative of mechanical stimulus, wherein the control circuit utilizes IMU data collected in response to the mechanical stimulus to determine IMU validity.

The present invention relates to a method for estimating the side slip angle (β.sup.stim) of a four-wheeled vehicle, comprising: —detecting signals representing the vehicle longitudinal acceleration (Ax), lateral acceleration (Ay), vertical acceleration (Az), yaw rate (formula I), roll rate (formula II), wheels speeds (V.sub.FL, V.sub.FR, V.sub.RL, V.sub.RR); —pre-treating (1) said signals in order to correct measurement errors and/or noises, so to obtain corrected measurements of at least the longitudinal acceleration (a.sub.x), the lateral acceleration (a.sub.y), the yaw rate (formula I) and the wheels speeds (ν.sub.FL, ν.sub.FR, ν.sub.RL, ν.sub.RR), —determining (2) an estimated vehicle longitudinal speed (V.sub.x.sup.stim) on the basis of at least one of the corrected measurements of the wheel speeds (ν.sub.FL, ν.sub.FR, ν.sub.RL, ν.sub.RR); —determining a yaw acceleration (formula III) from the signal representing the yaw rate (formula I); —solving (25) a time-depending parametrical non-linear filter, such as a Kalman filter or a Luenberger filter, describing the vehicle longitudinal and lateral speeds (formula IV) and longitudinal and lateral accelerations (formula V) as a function of the corrected measurements of the longitudinal acceleration (a.sub.x), of the lateral acceleration (a.sub.y), of the yaw rate (formula I) and the estimated vehicle longitudinal speed (V.sub.x.sup.stim) and of a filter parameter (F) depending from depending from at least one of the vehicle yaw acceleration (formula III), yaw rate (formula I) and lateral acceleration (ay) which adds a negative component to the lateral acceleration (formula VI) determined by the filter itself, said filter parameter (F) being selected such that said negative component reaches a maximum value when it is determined that the vehicle is moving straight on the basis of said at least one of the vehicle yaw acceleration (formula III), yaw rate (formula I) and lateral acceleration (ay); —determining the vehicle estimated side slip angle (β.sup.stim) from said longitudinal and lateral vehicle speeds (formula IV) determined by solving the non-linear filter. The present invention further relates to a computer program implementing said method, a control unit having said computer program loaded, and a vehicle comprising said control unit.

The present invention relates to a method for estimating the side slip angle (β.sup.stim) of a four-wheeled vehicle, comprising: —detecting signals representing the vehicle longitudinal acceleration (Ax), lateral acceleration (Ay), vertical acceleration (Az), yaw rate (formula I), roll rate (formula II), wheels speeds (V.sub.FL, V.sub.FR, V.sub.RL, V.sub.RR); —pre-treating (1) said signals in order to correct measurement errors and/or noises, so to obtain corrected measurements of at least the longitudinal acceleration (a.sub.x), the lateral acceleration (a.sub.y), the yaw rate (formula I) and the wheels speeds (ν.sub.FL, ν.sub.FR, ν.sub.RL, ν.sub.RR), —determining (2) an estimated vehicle longitudinal speed (V.sub.x.sup.stim) on the basis of at least one of the corrected measurements of the wheel speeds (ν.sub.FL, ν.sub.FR, ν.sub.RL, ν.sub.RR); —determining a yaw acceleration (formula III) from the signal representing the yaw rate (formula I); —solving (25) a time-depending parametrical non-linear filter, such as a Kalman filter or a Luenberger filter, describing the vehicle longitudinal and lateral speeds (formula IV) and longitudinal and lateral accelerations (formula V) as a function of the corrected measurements of the longitudinal acceleration (a.sub.x), of the lateral acceleration (a.sub.y), of the yaw rate (formula I) and the estimated vehicle longitudinal speed (V.sub.x.sup.stim) and of a filter parameter (F) depending from depending from at least one of the vehicle yaw acceleration (formula III), yaw rate (formula I) and lateral acceleration (ay) which adds a negative component to the lateral acceleration (formula VI) determined by the filter itself, said filter parameter (F) being selected such that said negative component reaches a maximum value when it is determined that the vehicle is moving straight on the basis of said at least one of the vehicle yaw acceleration (formula III), yaw rate (formula I) and lateral acceleration (ay); —determining the vehicle estimated side slip angle (β.sup.stim) from said longitudinal and lateral vehicle speeds (formula IV) determined by solving the non-linear filter. The present invention further relates to a computer program implementing said method, a control unit having said computer program loaded, and a vehicle comprising said control unit.

Methods, systems, computer-readable media, and apparatuses for vehicular navigation are presented. Some configurations include computing a first attitude of a vehicle with respect to a reference frame at a first epoch; based on measurement data from an inertial navigation system (INS) of the vehicle, computing an attitude of the INS at a second epoch that is subsequent to the first epoch; based on the computed attitude of the INS and the computed first attitude of the vehicle, computing a second attitude of the vehicle at the second epoch; applying a constraint to the computed second attitude of the vehicle to produce an updated second attitude of the vehicle; and based on the updated second attitude of the vehicle, computing an updated attitude of the INS. Applications relating to road vehicular (e.g., automobile) use are described.

An object detection system for a saddle-type vehicle is provided. The system comprises an object detection unit configured to detect an object, wherein the object detection unit is provided on a handlebar which is rotatable to a body of the vehicle; an inclination detection unit configured to detect an inclination of a saddle-type vehicle; a steering angle detection unit configured to detect a steering angle of the handlebar to the body; and a position specification unit configure to specify a position of the object detected by the object detection unit, and correcting the position so that the inclination detected by the inclination detection unit is upright and the steering angle of the handlebar detected by the steering angle detection unit is directed straight.

An object detection system for a saddle-type vehicle is provided. The system comprises an object detection unit configured to detect an object, wherein the object detection unit is provided on a handlebar which is rotatable to a body of the vehicle; an inclination detection unit configured to detect an inclination of a saddle-type vehicle; a steering angle detection unit configured to detect a steering angle of the handlebar to the body; and a position specification unit configure to specify a position of the object detected by the object detection unit, and correcting the position so that the inclination detected by the inclination detection unit is upright and the steering angle of the handlebar detected by the steering angle detection unit is directed straight.

A rollover alarming system, a rollover risk prediction method, and a rollover alarming method. An axle housing strain measurement unit measures strain values on both sides of an axle housing of a vehicle body. A roll angle measurement unit measures a roll angle of the vehicle body. A collection control unit is configured to collect the strain values on both sides of the axle housing of the vehicle body and the roll angle of the vehicle body, calculate a strain difference between the strain values according to the strain values on both sides of the axle housing of the vehicle body, and output a corresponding alarm control signal according to the strain difference between both sides of the axle housing of the vehicle body and the roll angle of the vehicle body. An alarm unit is configured to output a corresponding alarm signal according to the received alarm control signal.

A vehicle driving assist apparatus comprises at least one surrounding sensor and at least one vehicle element. The surrounding sensor memorizes at least one axis difference adjustment value which adjusts at least one axis difference of a detection axis of the surrounding sensor relative to a predetermined base detection axis and provides the vehicle element with information on the axis difference adjustment value memorized in the surrounding sensor as adjustment value information. The vehicle element memorizes the axis difference adjustment value included in the adjustment value information provided from the surrounding sensor and provides the surrounding sensor with information on the axis difference adjustment value memorized in the vehicle element as the adjustment value information. The surrounding sensor memorizes the axis difference adjustment value included in the adjustment value information provided from the vehicle element when the axis difference adjustment value is not memorized in the surrounding sensor.

A vehicle driving assist apparatus comprises at least one surrounding sensor and at least one vehicle element. The surrounding sensor memorizes at least one axis difference adjustment value which adjusts at least one axis difference of a detection axis of the surrounding sensor relative to a predetermined base detection axis and provides the vehicle element with information on the axis difference adjustment value memorized in the surrounding sensor as adjustment value information. The vehicle element memorizes the axis difference adjustment value included in the adjustment value information provided from the surrounding sensor and provides the surrounding sensor with information on the axis difference adjustment value memorized in the vehicle element as the adjustment value information. The surrounding sensor memorizes the axis difference adjustment value included in the adjustment value information provided from the vehicle element when the axis difference adjustment value is not memorized in the surrounding sensor.