Abstract: Methods and apparatus are provided for detecting an object in the projected path of a vehicle. The apparatus comprises a yaw sensor configured to determine the yaw of the vehicle and an object detection sensor configured to evaluate an Actual Range Bin and to produce obstruction data if an object is sensed within the Actual Range Bin. The apparatus also comprises a controller that is configured to receive the yaw determined by the yaw sensor and determine a projected path of the vehicle based at least in part upon the yaw. The controller is also configured to determine a True Range Bin based at least in part upon the projected path of the vehicle and the Actual Range Bin. The controller is further configured to receive the obstruction data from the object detection sensor and determine if the object is within the True Range Bin.

Abstract: A mobile transponder for vehicles with an optical indicator providing information concerning the direction from the transponder to a vehicle. A plurality of antennas provide three-dimensional directional characteristics in order to recognize the signal from the vehicle and to provide a directed output. An evaluation circuit analyzes the signal from the antenna and provides output information concerning the direction and location of the vehicle in relationship to the transponder. This information is displayed on the transponder regardless of the orientation of the transponder.

Abstract: An apparatus for detecting position information of a moving object. The apparatus includes a transponder, a communication module, and a reader. The transponder is installed on a predetermined location of a road and stores position information associated with the installed location. The communication module is mounted to a moving object, emits an RF (Radio Frequency) signal toward a road surface, and receives position information associated with the transponder's installation location from the nearest transponder using an RF signal. The reader receives position information associated with the transponder's installation location from the communication module, and reads a current position of the moving object. The apparatus minimizes a data error between the detected position information. The transponder installed on a road is driven by RF signals received from external devices, resulting in increasing a lifetime of the transponder.

Abstract: A transponder having a subsystem for providing an altitude alert function signifying a deviation from a set altitude is described. The subsystem includes an input for receiving an altitude deviation limit associated with the set altitude, a CPU receiving updated altitude and determining a difference between the updated altitude and the set altitude associated with the altitude deviation limit, and a transponder subsystem output device for providing the difference between the updated altitude and the set altitude to a user.

Abstract: An apparatus and method for combining the functionality of multiple airborne traffic surveillance systems that operate in the L-band frequency range. The apparatus and method combine the functionality of both a Traffic Alert Collision Avoidance System (TCAS) and a Mode-Select (Mode-S) transponder in an integrated L-band traffic surveillance apparatus having a single processor that is embodied in a single Line Replaceable Unit.

Abstract: A measuring and controlling apparatus for a vehicle includes an image processing device, which is mounted on a vehicle, photographs a circumferential state of the vehicle and processes the image signal; a radar signal processing device, which radiates radio wave or light to process a receiving signal; and a control device for controlling a brake, a throttle valve or a transmission based on the output results of the image processing device and the radar signal processing device. In such a measuring and controlling apparatus for a vehicle, the respective output information of the image processing device and the radar signal processing device includes time information at the time of photographing and time information at the time of measuring and the order of the photographed time and the measured time are adjusted.

Abstract: A display system is disclosed for displaying air traffic symbology from a plurality of different types of air traffic surveillance systems on a single monitor. A display device includes a processor for generating display symbology from TCAS, SKE and ADS-B information, and a monitor for displaying the generated symbology in a uniform format.

Abstract: By using the delay profile created by delay profile creating section 102 and the first threshold value 330 received from the first threshold value calculation section 105, the first threshold value timing detection section 103 selects only the earliest receive timing exceeding the first threshold value, from all the timing that the correlation value in the delay profile becomes a maximum. By using the receive timing and the second threshold value 331 received from the second threshold value calculation section 107, reference timing calculation section 106 selects the reference timing required for calculating the receive timing for the incoming wave of the minimum propagation delay time. The timing delayed by previously set timing behind said reference timing is sent from receive timing calculation section 108 as the receive timing 113 of the incoming wave of the minimum propagation delay time.

Abstract: A transponder having a subsystem for providing an altitude alert function signifying a deviation from a set altitude is described. The subsystem includes an input for receiving an altitude deviation limit associated with the set altitude, a CPU receiving updated altitude and determining a difference between the updated altitude and the set altitude associated with the altitude deviation limit, and a transponder subsystem output device for providing the difference between the updated altitude and the set altitude to a user.

Abstract: The invention relates to a system for determining a position of a moving transponder adapted to receive a substantially stationary magnetic field signal and to transmit a further signal. The system comprises a signal generating arrangement adapted to generate said stationary magnetic field signal for said transponder, said transponder being adapted to determine a plurality of signal strengths of said received magnetic field signal; at least one signal receiving arrangement, adapted to receive said further signal of said transponder, said transponder being adapted to insert at least one message portion in said further signal indicative of at least one of said plurality of signal received signal strengths and processing means adapted to determine said position in accordance with a plurality of said received signal strengths determined by said moving transponder. This further signal can e.g.

Abstract: A transceiver for short-pulse radar applications is disclosed in which a shift register or the like is used to collect return signal information in a manner to reduce the number of transmit pulses needed and to increase the speed of determining the positions of multiple scattering objects. In addition, there is also disclosed cooperating transceivers arranged as transponders similarly utilizing shift registers or other pulse sampling techniques to accurately determine the linear distance between them based on relationships between or among propagation time, measured offsets, and internal clock skews. Corresponding methods are also disclosed.

Abstract: A display system is disclosed for displaying air traffic symbology from a plurality of different types of air traffic surveillance systems on a single monitor. A display device includes a processor for generating display symbology from TCAS, SKE and ADS-B information, and a monitor for displaying the generated symbology in a uniform format.

Abstract: A client unit (102) has a client GPS receiver (104) integrated with a two-way-radio transceiver (108) and a client manager (116) for performing server-assisted global position fixes. A server unit (120) is associated with a second two-way-radio transceiver (126) and a server manager (130). The client and server managers (116 and 130) function as communication managers, and each has modules for detecting RF channel traffic, enabling transmitter portions of the transceivers (108 and 126) to transmit satellite data and position information only when there is no traffic on the RF channel.

Abstract: A multi-frequency RFID remote communication system is provided that includes a plurality of RFID tags configured to receive a first signal and to return a second signal, the second signal having a first frequency component and a second frequency component, the second frequency component including data unique to each remote RFID tag. The system further includes a reader configured to transmit an interrogation signal and to receive remote signals from the tags. A first signal processor, preferably a mixer, removes an intermediate frequency component from the received signal, and a second processor, preferably a second mixer, analyzes the IF frequency component to output data that is unique to each remote tag.

Abstract: The on-road reference point positional data delivery device according to the present invention has a reference point positional data delivery device, and this reference point positional data delivery device has a beacon identification device for indicating a reference point position for service information delivered from a beacon provided on a road to a vehicle and also selecting the beacon delivering the service information from among a plurality of beacons.

Abstract: A display system is disclosed for displaying air traffic symbology from a plurality of different types of air traffic surveillance systems on a single monitor. A display device includes a processor for generating display symbology from TCAS, SKE and ADS-B information, and a monitor for displaying the generated symbology in a uniform format.

Abstract: A system containing a navigational marker, the navigational marker having the ability to reflect radar in such a manner that the navigational marker is identified. In one embodiment, a polarized radar-reflective material is affixed to the navigational marker. A radar signal is reflected by the polarized radar-reflective material, causing the reflected radar signal to be polarized. The reflected radar signal is received and the navigational marker is identified. The radar system contains a detector/decoder capable of distinguishing the type of navigational marker based on the reflected radar signal. The detector/decoder relays information about the navigational marker to a display. In another embodiment, a navigational marker contains a radio responder. When a radar signal illuminates the navigational marker, the radio responder transmits a signal containing encoded data. A receiver detects the signal from the responder and decodes the encoded data. The decoded data is relayed to a display.

Abstract: In a method and system to determine the position of a target by means of an IFF type antenna, the antenna having a given direction of aim, the method comprises a step for combining the distance D from the target to the carrier, the altitude A of the target, the altitude Apf of the carrier equipped with the IFF antenna and the angular error value of the target and the direction of aim of the antenna beam to localize the target with precision.

Abstract: Under a multi-path environment, receive timing for the incoming wave of the minimum propagation delay time cannot be accurately measured using the prior art. By using the delay profile created by delay profile creating section 102 and the first threshold value 330 received from the first threshold value calculation section 105, the first threshold value timing detection section 103 selects only the earliest receive timing exceeding the first threshold value, from all the timing that the correlation value in the delay profile becomes a maximum. By using the receive timing and the second threshold value 331 received from the second threshold value calculation section 107, reference timing calculation section 106 selects the reference timing required for calculating the receive timing for the incoming wave of the minimum propagation delay time.

Abstract: A formation collision avoidance system includes a Traffic Alert and Collision Avoidance System (TCAS) having a passive mode and an active mode. The passive mode enables several members of an aircraft formation to fly without actively interrogating using TCAS while only one or few formation members are actively interrogating. Formation members in passive mode maintain awareness of current air and ground traffic conditions using networked surveillance information provided over a communications link between formation members in active mode and formation members in passive mode. The networked surveillance information includes positional and intent information of current air/ground traffic obtained from ADS-B broadcasts and replies to the actively interrogating members of the formation. The communications link utilizes Station Keeping Equipment (SKE) already existing on certain aircraft.

Abstract: A midair collision avoidance system (MCAS) employs an existing design of Traffic Alert and Collision Avoidance System (TCAS) as a module and seamlessly integrates it with a customized tactical module which is capable of providing unique tactical avoidance guidance control and display. The tactical module handles all phases of a tactical mission, including formation flight (e.g., formation fall-in, arming formation flight, engaging formation flight following, and formation brake-away), and an air-refueling sequence (e.g., rendezvous, linkup, re-fueling, and disengaging air-refueling). The tactical module divides the air space around the aircraft into advisory, caution, and warning zones and for each provides display, tone and voice alerts to facilitate pop-up avoidance guidance commands. Military aircraft can thus effectively avoid mid air and near mid air collision situations in all three different operation modes: air traffic control (ATC) management mode, tactical mode, and a mixed mode.

Abstract: A semiconductor laser, includes: a first cladding layer; an active layer that is formed on top of the first cladding layer; a second cladding layer that is formed on top of the active layer and has a different type of conductivity to the first cladding layer; an etch-stop layer that is formed on top of the second cladding layer and has a same type of conductivity as the second cladding layer; and a light-confining construction that is formed on top of the etch-stop layer by an etching process. The etch-stop layer has a surface part that contacts the light-confining construction. This surface part is composed of an (AlxGa1−x)yIn1−yP semiconductor, where 0.2≦x<0.7 and 0<y≦1.

Abstract: The present invention provides a radio navigation emulating GPS device. In one embodiment, the radio navigation emulating GPS device receives an identifier associated with a conventional radio navaid. The present radio navigation emulating GPS device then retrieves latitude and longitude information corresponding to the received conventional radio navaid from a database. A satellite based position information system generates position information for the aircraft on which the present radio navigation emulating GPS device is disposed. The present radio navigation emulating GPS device then generates navigation information for the aircraft using the retrieved latitude and longitude information and the satellite based position information for the aircraft. The present radio navigation emulating GPS device then presents the navigation information in a manner which emulates the presentation of navigation information generated by a conventional radio navigation device.

Abstract: A midair collision avoidance system (MCAS) employs an existing design of Traffic Alert and Collision Avoidance System (TCAS) as a module and seamlessly integrates it with a customized tactical module which is capable of providing unique tactical avoidance guidance control and display. The tactical module handles all phases of a tactical mission, including formation flight (e.g., formation fall-in, arming formation flight, engaging formation flight following, and formation break-away), and an air-refueling sequence (e.g., rendezvous, linkup, re-fueling, and disengaging air-refueling). The tactical module divides the air space around the aircraft into advisory, caution, and warning zones and for each provides display, tone and voice alerts to facilitate pop-up avoidance guidance commands. Military aircraft can thus effectively avoid mid air and near mid air collision situations in all three different operation modes: air traffic control (ATC) management mode, tactical mode, and a mixed mode.

Abstract: A method of processing reply signals received in response to an interrogation by a secondary surveillance radar system. The method includes the steps of receiving a reply signal from each of a plurality of targets, and enabling each of a plurality of target mode blocks having a predefined mode to select from the reply signals. The method further includes the step of correlating the selected reply signal to the target mode block that selected same.

Abstract: A method of a Traffic Alert and Collision Avoidance System (TCAS), includes the step of utilizing an MID Subfield for a TCAS Broadcast Interrogation Message that is different than a Mode S address assigned to the own aircraft, the aircraft on which a TCAS is installed. A Traffic Alert and Collision Avoidance System includes a TCAS processing unit that performs a method including the step of utilizing an MID Subfield for a TCAS Broadcast Interrogation Message that is different than a Mode S address assigned to the own aircraft.

Abstract: A surveillance transceiver system is provided for receiving extended squitters from Mode S transponders, translating the squitters into ADS-B state vectors in UAT format, and transmitting the ADS-B state vectors using a Universal Access Transceiver (UAT) datalink. The surveillance transceiver system bridges the gap created by differently-equipped aircraft by using multiple datalinks to provide seamless ADS-B surveillance. The module for processing the extender squitters includes a 1090 MHz receiver and a computer processor in communication with the UAT processor for parsing the squitter and composing the ADS-B state vector in UAT format for broadcast.

Abstract: A midair collision avoidance system (MCAS) employs an existing design of Traffic Alert and Collision Avoidance System (TCAS) as a module and seamlessly integrates it with a customized tactical module which is capable of providing unique tactical avoidance guidance control and display. The tactical module handles all phases of a tactical mission, including formation flight (e.g., formation fall-in, arming formation flight, engaging formation flight following, and formation break-away), and an air-refueling sequence (e.g., rendezvous, linkup, re-fueling, and disengaging air-refueling). The tactical module divides the air space around the aircraft into advisory, caution, and warning zones and for each provides display, tone and voice alerts to facilitate pop-up avoidance guidance commands. Military aircraft can thus effectively avoid mid air and near mid air collision situations in all three different operation modes: air traffic control (ATC) management mode, tactical mode, and a mixed mode.

Abstract: A method and system for terrain aided navigation which provide more precise and more accurate position, velocity, altitude, and attitude for an air vehicle. The present method is a continuous, active, all-weather, day/night, self-contained vehicle system used for terminal and en route navigation. The present method utilizes on-vehicle sensing elements which require no external stimulation, eliminating dependence on external ground and space-based navigation aides. The present method also provides a drift-free solution. The present method is more difficult to detect (sense) and more difficult to disrupt.

Abstract: A formation collision avoidance system includes a Traffic Alert and Collision Avoidance System (TCAS) having a passive mode and an active mode. The passive mode enables several members of an aircraft formation to fly without actively interrogating using TCAS while only one or few formation members are actively interrogating. Formation members in passive mode maintain awareness of current air and ground traffic conditions using networked surveillance information provided over a communications link between formation members in active mode and formation members in passive mode. The networked surveillance information includes positional and intent information of current air/ground traffic obtained from ADS-B broadcasts and replies to the actively interrogating members of the formation. The communications link utilizes Station Keeping Equipment (SKE) already existing on certain aircraft.

Abstract: A display system is disclosed for displaying air traffic symbology from a plurality of different types of air traffic surveillance systems on a single monitor. A display device includes a processor for generating display symbology from TCAS, SKE and ADS-B information, and a monitor for displaying the generated symbology in a uniform format.

Abstract: When a question signal of a transmitting frequency band &Dgr;F1 output from a radar device is received in search and rescue radar transponder (SART) of a wreck ship, a response signal is sent from the SART to the radar device. In the radar device, the response signal and an echo of the question signal are received as a reception signal, intensity of components of the reception signal placed in almost the same frequency band as the transmitting frequency band &Dgr;F1 of the question signal is suppressed to produce a filtered response signal, and components of he filtered response signal placed in a receiving frequency band &Dgr;F2, which does not overlap with the transmitting frequency band &Dgr;F1 of the question signal, are extracted from the filtered response signal as an image signal.

Abstract: A method for eliminating signals from false targets in a secondary surveillance radar system includes the steps of obtaining plots of radar data for the same target. The range from the radar system to the targets is determined, and the target plot having smallest range of all target plots that indicate reflection of radar signals from the same target is accepted as being a real target. Other target data is rejected as being from a radar reflector. The coordinates of radar reflectors may be stored in a database to form a map of reflectors in the vicinity of the radar.

Abstract: When a question signal of a transmitting frequency band &Dgr;F1 output from a radar device is received in search and rescue radar trans-ponder (SART) of a wreck ship, a response signal is sent from the SART to the radar device. In the radar device, the response signal and an echo of the question signal are received as a reception signal, intensity of components of the reception signal placed in almost the same frequency band as the transmitting frequency band &Dgr;F1 of the question signal is suppressed to produce a filtered response signal, and components of the filtered response signal placed in a receiving frequency band &Dgr;F2, which does not overlap with the transmitting frequency band &Dgr;F1 of the question signal, are extracted from the filtered response signal as an image signal.

Abstract: A vehicle speed control apparatus for allowing a host vehicle trailing a preceding vehicle to accelerate and decelerate without causing discomfort to the host vehicle driver. While the host vehicle is trailing the preceding vehicle, the apparatus on board the host vehicle stores the speed of the preceding vehicle entering a curve ahead as well as a headway distance of the host vehicle to the preceding vehicle. Upon reaching the curve, the host vehicle is controlled by the apparatus to enter the curve at a speed not in excess of the stored speed of the preceding vehicle.

Abstract: A ground-based, precision aircraft landing system provides CAT I precision approach and landing guidance. The aircraft elevation position is determined by measuring differential carrier phase and time-of-arrival of the aircraft ATCRBS transponder reply. The transponder reply is received at a plurality of sensor antenna locations where it is then conveyed to a sensor, demodulated and digitized. The data is transmitted to a central processor where calibration and multipath corrections are applied. Aircraft transponder diversity antenna switching is isolated from the jitter and colored noise of transponder reply multipath by correlating differential phase jumps measured between separate sensor antennas. An estimate of the diversity antenna separation is maintained by Kalman filter processing; the estimated separation is used to correct the differential phase measurement data of aircraft elevation.

Abstract: Under a multi-path environment, the receive timing for an incoming wave of the minimum propagation delay time cannot be accurately measured in the prior art. By using the delay profile created by delay profile creating section 102 and the first threshold value 330 received from the first threshold value calculation section 105, the first threshold value timing detection section 103 selects only the earliest receive timing exceeding the first threshold value, from all the timings that the correlation value in the delay profile becomes a maximum. By using the receive timing and the second threshold value 331 received from the second threshold value calculation section 107, the reference timing calculation section 106 selects the reference timing required for calculating the receive timing for the incoming wave of the minimum propagation delay time.

Abstract: A method, an apparatus and a computer program product are provided for accurately determining the vertical speed of an aircraft in a manner independent of signals provided by an air data computer, an inertial reference system and an inertial navigation system. Initially, a first vertical velocity of the aircraft is determined based upon a pressure altitude value associated with the aircraft. A second vertical velocity of the aircraft is also obtained from a GPS receiver carried by the aircraft. The first and second vertical velocities are then combined to determine the vertical speed of the aircraft. In this regard, the first and second vertical velocities are combined by complimentarily filtering the first and second vertical velocities. More particularly, the first vertical velocity is typically low pass filtered to remove high frequency noise that is attributable to the relatively low resolution of the first vertical velocity value.

Abstract: A digital television (DTV) receiver is provided with a sounder comprising a wideband transmitter and a plurality of wideband receivers having separately located receiving antennas, so that the sounder is, in effect, a bistatic radar system for any given channel, in order to characterize a significant nearby, indoor reflector. A microprocessor receives the timing information generated by the wideband transmitter impulses and the reflected impulse returns to each of the receiving antennas, and calculates a multipath model representing the three-dimensional location of a significant, nearby scatterer.

Abstract: A midair collision avoidance system (MCAS) employs an existing design of Traffic Alert and Collision Avoidance System (TCAS) as a module and seamlessly integrates it with a customized tactical module which is capable of providing unique tactical avoidance guidance control and display. The tactical module handles all phases of a tactical mission, including formation flight (e.g., formation fall-in, arming formation flight, engaging formation flight following, and formation break-away), and an air-refueling sequence (e.g., rendezvous, linkup, re-fueling, and disengaging air-refueling). The tactical module divides the air space around the aircraft into advisory, caution, and warning zones and for each provides display, tone and voice alerts to facilitate pop-up avoidance guidance commands. Military aircraft can thus effectively avoid mid air and near mid air collision situations in all three different operation modes: air traffic control (ATC) management mode, tactical mode, and a mixed mode.

Abstract: A surveillance transceiver system is provided for receiving extended squitters from Mode S transponders, translating the squitters into ADS-B state vectors in UAT format, and transmitting the ADS-B state vectors using a Universal Access Transceiver (UAT) datalink. The surveillance transceiver system bridges the gap created by differently-equipped aircraft by using multiple datalinks to provide seamless ADS-B surveillance. The module for processing the extender squitters includes a 1090 MHz receiver and a computer processor in communication with the UAT processor for parsing the squitter and composing the ADS-B state vector in UAT format for broadcast.

Abstract: The present invention provides a method for efficient use of the transmit power of a Traffic Alert Collision Avoidance System (TCAS) that allows enhanced surveillance range and limits radio frequency (RF) interference in crowded airspace. The method reduces power density in crowded airspace by modifying Mode S, Mode A and Mode C interrogations. During Mode S broadcasts, tracking interrogation power is reduced as a function of range. Further transmit power reduction is achieved by broadcasting a variable power density whisper-shout interrogation technique for Mode A/C aircraft when garbling is detected. If garbling is observed during a medium whisper-shout interrogation sequence, the method of the present invention attempts to clear the garbling by using focused high-density whisper-shout steps but only in the ranges where garbling was detected. Formation members can account for other formation members that are TCAS equipped using a special E-TCAS Broadcast Interrogation.

Abstract: A transmitter and method for transmitting transponder or TCAS signals uses linear amplification to save on circuit component weight, cost and size while enabling precise amplification and control of the transmitted signal.

Abstract: A system for rapidly acquiring a time reference for the location determination of a wireless communication device. The system includes a wireless communication device (200), a GPS satellite (202) and a communication satellite (208). The method comprises the steps of acquiring a communication satellite signal (210) and using the finite frame time to establish a course time reference. Once the course time reference is established, an absolute device time is determined by the wireless communication device, which as a result is synchronized to the absolute time of the communication satellite (208) to within ten milliseconds. The absolute device time is then used to synchronize the GPS portion of the wireless communication device with the GPS satellite system.

Abstract: A method, an apparatus and a computer program product are provided for accurately determining the vertical speed of an aircraft in a manner independent of signals provided by an air data computer, an inertial reference system and an inertial navigation system. Initially, a first vertical velocity of the aircraft is determined based upon a pressure altitude value associated with the aircraft. A second vertical velocity of the aircraft is also obtained from a GPS receiver carried by the aircraft. The first and second vertical velocities are then combined to determine the vertical speed of the aircraft. In this regard, the first and second vertical velocities are combined by complimentarily filtering the first and second vertical velocities. More particularly, the first vertical velocity is typically low pass filtered to remove high frequency noise that is attributable to the relatively low resolution of the first vertical velocity value.

Abstract: A midair collision avoidance system (MCAS) employs an existing design of Traffic Alert and Collision Avoidance System (TCAS) as a module and seamlessly integrates it with a customized tactical module which is capable of providing unique tactical avoidance guidance control and display. The tactical module handles all phases of a tactical mission, including formation flight (e.g., formation fall-in, arming formation flight, engaging formation flight following, and formation break-away), and an air-refueling sequence (e.g., rendezvous, link-up, re-fueling, and disengaging air-refueling). The tactical module divides the air space around the aircraft into advisory, caution, and warning zones and for each provides display, tone and voice alerts to facilitate pop-up avoidance guidance commands. Military aircraft can thus effectively avoid mid air and near mid air collision situations in all three different operation modes: air traffic control (ATC) management mode, tactical mode, and a mixed mode.

Abstract: A movable body detecting device and a road-curve mirror with a radio wave reflection plate for allowing a reception side movable body present at a position where the movable body is hidden from a transmission side movable body to accurately receive movable body detecting radio waves transmitted from the transmission side movable body by making use of a road-curve mirror. A radio wave reflection plate for reflecting radio waves, being transmitted from one movable body A and received by another movable body B so that the reception side movable body detects the presence of the transmission side movable body, is mounted in a road-curve mirror provided on such a road to assist an individual in navigating an intersection.

Abstract: A midair collision avoidance system (MCAS) employs an existing design of Traffic Alert and Collision Avoidance System (TCAS) as a module and seamlessly integrates it with a customized tactical module which is capable of providing unique tactical avoidance guidance control and display. The tactical module handles all phases of a tactical mission, including formation flight (e.g., formation fall-in, arming formation flight, engaging formation flight following, and formation break-away), and an air-refueling sequence (e.g., rendezvous, linkup, re-fueling, and disengaging air-refueling). The tactical module divides the air space around the aircraft into advisory, caution, and warning zones and for each provides display, tone and voice alerts to facilitate pop-up avoidance guidance commands. Military aircraft can thus effectively avoid mid air and near mid air collision situations in all three different operation modes: air traffic control (ATC) management mode, tactical mode, and a mixed mode.

Abstract: A plurality of reflectors are disposed along a travelling path, an automatic guided vehicle is started up at a position where a laser scanner can recognize four or more reflectors, and data on the angles and distances of the reflectors is obtained. When the first reflector is recognized, there are N possible hypotheses that would specify the reflectors. When a second reflector is recognized, the distance to the first reflector is rational, therefore, there are kN possible hypotheses (k is 10 or less). When a third reflector is recognized, the triangle formed by the three reflectors cioncides with that on a reflector map, therefore, there are mN possible hypotheses (m<1). Then, the present position is estimated according to mN possible hypotheses. The fourth reflector is recognized and the conformity is checked, the present position of the automatic guided vehicle is specified.

Abstract: A car-mounted equipment in which an ETC car-mounted unit and a navigation system work integrally together to share the data, making it possible to diversify the functions, to enhance the precision and to improve the reliability. The car-mounted equipment has an ETC car-mounted unit 11 which executes transmission and reception to and from an ETC on-the-road equipment to at least recognize that the vehicle is approaching or passing through a toll gate, a navigation system 12 which receives electromagnetic waves from a satellite to recognize the absolute position of the vehicle and informs the driver of at least the position of the vehicle by displaying data or by producing voice data, and a data bus 14 which connects the ETC car-mounted unit and the navigation system together so that they work integrally together, wherein the ETC car-mounted unit and the navigation system transmit and receive data to and from each other through the data bus.