Abstract: A navigation system includes: a control unit configured to: receive a parking facility request for an autonomous vehicle operation of a user vehicle in a vehicle parking facility; retrieve a parking facility map for the vehicle parking facility, including facility information, for the vehicle parking facility, wherein the facility information includes intersection nodes; and generate a facility traversal route for the autonomous vehicle operation of the user vehicle through the vehicle parking facility based on the intersection nodes and the parking facility request.

Abstract: A method and system enabling a process for preventing a vehicular accident is provided. The method includes continuously monitoring vehicular impact conditions associated with a vehicle in motion. In response, an imminent impact event associated with the vehicle in motion and an external object is detected and a surface of a roadway below the vehicle in motion is scanned by sensors of the vehicle. Results of the scanning indicate that the roadway surface is safe for deployment of a destructive friction based braking mechanism of the vehicle. The destructive friction based braking mechanism is deployed with respect to a first braking force threshold and it is determined if rate of speed decrease exceeds a specified speed decrease threshold.

Abstract: A vehicle control apparatus and a vehicle control method are disclosed. The vehicle control apparatus includes an inputter, a setting module, a determiner, and a controller. The inputter receives at least one collision avoidance operation signal from a collision avoidance device, and receives information about a current object detected by a sensing device. The setting module establishes a collision sensitive region for each driver upon receiving an ON mode signal from among the collision avoidance operation signals. The determiner determines whether the received current object information is present in a range of the established collision sensitive region for each driver. If the current object information is present in the range of the established collision sensitive region for each driver, the controller controls the collision avoidance device to perform a collision avoidance operation at a target time point earlier than a predetermined reference time point.

Abstract: An avoidance control unit performs, as collision-avoidance control for causing an object that exists ahead of an own vehicle and the own vehicle to avoid a collision with each other, one or both of automatic steering control for changing a traveling direction of the own vehicle by controlling a steering device of the own vehicle, and automatic braking control for reducing a traveling speed of the own vehicle by controlling a braking device of the own vehicle. A situation determination unit determines whether a low-friction situation, which is a situation where a road-surface frictional coefficient of a road on which the own vehicle becomes low, has occurred. A changing unit causes the avoidance control unit to start the collision avoidance control at an earlier timing at a time when the situation determination unit determines that the low-friction situation has occurred than a timing at a time when the situation determination unit determines that the low-friction situation has not occurred.

Abstract: This vehicle driving support device includes: a state acquisition device configured to acquire a detection result from a state detector configured to detect a travel state and a steering state of a vehicle; a target path information acquisition device configured to acquire target path information indicating a path on which the vehicle is to travel; a prediction device configured to predict a deviation of a position of the vehicle from the target path information, and a twist amount of the steering shaft; and a calculator configured to calculate a target amount of a steering controller configured to control the motor based on the deviation of the position of the vehicle from the target path information and the twist amount of the steering shaft so as to reduce the twist amount of the steering shaft.

Abstract: A method for determining a speed profile of a motor vehicle on a route between a starting point and an arrival point. The method includes the steps of defining a series of noteworthy points of the route, which are characterized by a stoppage of the vehicle or a decrease in the speed of the vehicle, the series of noteworthy points dividing the route into a series of portions, for each portion of the route, generating a speed and/or torque setpoint optimizing the speed profile of the vehicle by minimizing the Hamiltonian of a system of equations modeling the driving of the vehicle, and providing the setpoint generated on each portion of the route so as to optimize the driving of the vehicle up to the arrival point.

Abstract: A control method and a control apparatus for a vehicle are provided which allow a subject vehicle to start moving at appropriate timing during automated travel control in which the subject vehicle is controlled to make a stop without depending on a brake operation performed by the driver. The control method includes executing the automated travel control in which the subject vehicle is controlled to make a stop without depending on the braking operation performed by the driver, and when detecting a stop of a preceding vehicle during execution of the automated travel control, presenting start-moving command information for reminding the driver of a start-moving command for the subject vehicle.

Abstract: A system includes a first device and a second device connected via an on-board network. In a case where a driving assistance function is selectively installed on a vehicle, the first device transmits repeatedly a CAN frame having a predetermined CAN-ID from start of the vehicle to stop of the vehicle. The second device receives a CAN frame having a CAN-ID uniquely set for a function with regard to the vehicle. And the second device is configured to: (i) record to both a first recording region and a second recording region of a memory in a case where it is determined that the CAN-ID included in the received CAN frame is the predetermined CAN-ID; and (ii) record only to the second recording region in a case where it is not determined that the CAN-ID included in the received CAN frame is the predetermined CAN-ID.

Abstract: An auxiliary power system for a motor vehicle includes a power generator that generates electricity to charge one or more auxiliary power system batteries. The motor vehicle includes an engine and drive train that distributes power from the engine to the drive wheels. The drive train can include a transmission, a drive shaft and a differential that connects the engine to the drive wheels. The power generator can be connected to the drive train (e.g., the transmission, the drive shaft or the differential) to draw power to generate electricity as well as to apply braking loads on the drive wheels to increase the ability to stop the motor vehicle.

Abstract: A vehicle includes a transmission, friction brakes, and a controller. The transmission has a clutch that is configured to transfer torque from an input of the transmission to a drive wheel. The controller is programmed to, in response to application of the friction brakes resulting in a stationary position of the vehicle, disengage the clutch to establish a neutral condition of the transmission. The controller is also programmed to, in response to a command to launch the vehicle while the transmission is in the neutral condition, engage the clutch. The controller is further programmed to, in response to an estimated wheel torque exceeding a rollback threshold during the clutch engagement, release the friction brakes. The wheel torque is based on an estimated clutch torque which is based on a clutch pressure and a transmission input torque.

Abstract: Method for operating a driver assistance system in a motor vehicle wherein an action plan comprising at least one measure for the targeted deceleration of the motor vehicle is determined, as well as predictive route data describing the distance to the coasting destination is determined when the driver ends the activation of the gas pedal and at least one potential coasting destination, which requires deceleration of the motor vehicle, is determined, and said measure is used for the longitudinal guidance of the motor vehicle, whereby the measures are selected from the measure group of at least one operation in a free-run operating mode and one operation in a coasting operating mode, whereby a stopping position is determined as the coasting destination and the action plan is determined for the deceleration of the motor vehicle to a complete stop at the stopping position.

Abstract: A gear shift control device for a continuously variable transmission of a vehicle is configured to steplessly and continuously change and output a rotation speed of an engine. The gear shift control device includes a gear shift control unit and a torque control command unit. The gear shift control unit is configured to implement a pseudo-stepped upshift control to change a gear shift ratio in steps when upshifting the continuously variable transmission. The torque control command unit is configured to output a torque reduction command so as to reduce an engine torque in conjunction with the pseudo-stepped upshift control so that reduction of the engine torque starts before a point in time when an actual gear shift ratio starts changing in response to an upshift command.

Abstract: In a method for ascertaining the coefficient of friction between a vehicle wheel and the roadway, at least one active vehicle unit influencing the longitudinal dynamics of the vehicle is controlled during the trip in such a manner, that the longitudinal wheel force acting upon at least one vehicle wheel is increased, and/or the contact patch force of the wheel is decreased, while the characteristic of the sum of all of the longitudinal forces acting upon the vehicle remains unchanged.

Abstract: A vehicle control device includes: a speech acquiring section that acquires speech data related to a speech of a speaker; a state acquiring section that acquires information indicating whether or not a driver attempting to start driving a vehicle is in an intoxicated state based on the speech data; and a control section configured to limit a start operation of the vehicle in a case in which the information indicates that the driver is in the intoxicated state, the start operation being an operation performed by the driver with respect to the vehicle to start driving the vehicle.

Abstract: A processing method for a processing apparatus is disclosed. The processing method causes a computer of the processing apparatus to perform a process. The process includes detecting a position and a sleep state of a passenger inside a vehicle on a basis of information indicating a state of space including seats of the vehicle. The information is obtained from a sensor provided inside the vehicle. The process also includes notifying an operator of the vehicle of the detected position and the detected sleep state of the passenger. Further, the process also includes transmitting, upon detecting an operation, the operation being performed by the operator of the vehicle in response to the notifying, for controlling a device near the detected position of the passenger, a control command corresponding to the operation to the device.

Abstract: A method for determining a wheel load acting on a vehicle wheel having a rim, a tire mounted on the rim and a sensor unit mounted at the wheel, includes determining a tire pressure of the tire using the sensor unit, determining a tire footprint of the tire using the sensor unit when the vehicle is driving, determining the wheel load based on a predetermined relationship between the wheel load, the tire pressure and the tire footprint, analyzing temporal variations of the tire pressure during a standstill of the vehicle for determining one or more parameters indicating temporal variations of the tire pressure. A change of the wheel load during the standstill is estimated based on the determined parameters. A device for determining a wheel load and a method and a device for determining a weight of a vehicle are also provided.

Abstract: A fuel efficiency estimation system includes a velocity profile generation unit (245) to generate a velocity profile indicating a change in velocity of a motor vehicle traveling a traveling route. Also, the fuel efficiency estimation system includes a stop judgment unit (244) to judge, based on a stop probability (331) at which the motor vehicle stops at an intersection that is present on the traveling route and connection information (321) between a traffic signal installed at the intersection and a traffic signal installed at an intersection adjacent to the intersection, stop/nonstop of the motor vehicle at the intersection. Furthermore, the fuel efficiency estimation system includes a velocity correction unit (246) to correct the velocity profile (441) based on the stop/nonstop and a fuel efficiency calculation unit (247) to calculate fuel efficiency of the motor vehicle traveling the traveling route based on the corrected velocity profile (451).

Abstract: A method for automatic adjustment of the performance of a vehicle including the steps of detecting at least one significant physical quantity for checking the performance of the vehicle; defining at least one pair of reference indicators correlated with that physical quantity; saving at least one value of a said reference indicator in a predetermined nominal reference condition; detecting at least one value of a said reference indicator in a real operating condition of the vehicle; comparing said nominal reference indicator and real reference indicator and, if their values are different from each other, and implementing a correction of the driving power of the vehicle to compensate for the difference ascertained.

Abstract: According to one aspect, an autonomous all-terrain vehicle (ATV) may include a controller receiving a command associated with autonomous driving and monitoring components of the autonomous ATV, a location unit determining a current location associated with the autonomous ATV and a destination location associated with the command, a navigation module determining one or more driving parameters based on map data associated with a path from the current location to the destination location, and a safety logic implementing an emergency stop based on an error determined by the controller. The controller may monitor the location unit and the navigation module for the error.

Abstract: Disclosed are devices, systems and methods for a monitoring system for autonomous vehicle operation. In some embodiments, a vehicle may perform self-tests, generate a report based on the results, and transmit it to a remote monitor center over one or both of a high-speed channel for regular data transfers or a reliable channel for emergency situations. In other embodiments, the remote monitor center may determine that immediate intervention is required, and may transmit a control command with high priority, which when received by the vehicle, is implemented and overrides any local commands being processed. In yet other embodiments, the control command with high priority is selected from a small group of predetermined control commands the remote monitor center may issue.

Abstract: A method for operating a vehicle having a driver assistance system intervening in a transverse dynamics of the vehicle, comprising the steps: detecting a driver intervention in a driving behavior of the vehicle due to an intervention of at least one actuator triggered by the driver assistance system; interpreting the driver intervention as an override of the intervention of the actuator; and reducing in a defined manner the intervention of the actuator as a function of the interpretation of the driver intervention in such a way that a driving task is returned to the driver in a controlled and defined manner.

Abstract: A vehicular gesture sensing system includes a radar assembly and method of operation thereof. The radar assembly includes at least one radar transmit antenna for transmitting radar waves in a cabin of a vehicle and at exterior areas outside the cabin and at least one radar receive antenna for receiving the radar waves after reflection of the vehicle or objects or an occupant in the vehicle. A control, via processing of data representative of the radar waves received by the radar receive antenna, detects a gesture made by the occupant in the cabin of the vehicle.

Abstract: A tailgating detection and monitoring assembly includes a speed detector, a sensor, a visual warning module, and an imager, which are configured to couple to a rear window of a first vehicle and are operationally coupled to a control module. The speed detector is configured to measure a speed of the first vehicle. The sensor is configured to measure a distance between the first vehicle and a second vehicle that is behind the first vehicle. The control module is positioned to determine a separation between the first vehicle and the second vehicle and a speed of the second vehicle based on signals from the speed detector and the sensor to determine a tailgating event. The control module is positioned to command the visual warning module to display a notification to a driver of the second vehicle and to command the imager to capture an image of the tailgating event.

Abstract: An autonomous vehicle system, and a method of using same, includes an eye or face tracking sensor for tracking a user's movements or expressions, a head up display for displaying information to the user, an instrument cluster for providing driving measurements of the autonomous vehicle, a time of flight sensor, a camera monitor system for displaying a side or rear view of the vehicle, and a control unit to communicate with the eye or face tracking sensor, the head up display, the time of flight sensor, and the camera monitor system when receiving a request to turn over driving controls to the user.

Abstract: A vehicle driving assistance device includes: a control unit configured to identify a point at which a vehicle speed is likely to increase, based on vehicle information collected from a plurality of vehicles, the vehicle information including position information for each of the vehicles and situation information for each of the plurality of vehicles. The control unit is configured to decide whether there is a vehicle deceleration factor due to which the vehicle speed decreases within an area in which a vehicle travels a prescribed distance from the point identified by the control unit. The control unit is configured to alert a driver that there is the vehicle deceleration factor, when there is the vehicle deceleration factor.

Abstract: A method for proposing a driving speed for a driver at the steering wheel of a vehicle comprises the following steps estimating the maximum available grip potential at a given instant between a tyre of the vehicle and the roadway on a predetermined upcoming route; determining, among a set of predetermined driving styles, secure styles for which the grip requirement on the predetermined route remains lower than the grip potential; selecting, among said secure styles, a secure comfortable style according to a driver profile; and determining, according to said secure comfortable style and to a location of the vehicle, a basic proposed driving speed on an upcoming section of route.

Abstract: The present disclosure provides a bogie assembly and a straddle-type monorail vehicle with the same. The bogie assembly comprises: a bogie frame; an electric assembly which is mounted on the bogie frame and comprises a traction motor, a gear reducer and a planetary wheel-side reducer, wherein the traction motor is connected with an input shaft of the gear reducer, and an output shaft of the gear reducer is connected with an input end of the planetary wheel-side reducer; and a running wheel which is mounted on the bogie frame, wherein an output end of the planetary wheel-side reducer is connected with a hub of the running wheel.

Abstract: A hopper car discharge outflow is controlled by closure members, at least one of which is movable. The doors are hingeless, being mounted on four bar linkages, such that the distal edge of the doors sweeps predominantly horizontally while the proximal edge of the door moves predominantly upwardly. The doors move through noncircular arcs, such that the size of the vertically projected door opening is abnormally large compared to the clearance heights of the door. The doors are driven by a longitudinal shaft that is mounted within the center sill. It drives a set of single input, double output bell cranks that drive adjacent pairs of doors, and that employs an over-center toggle to hold the doors in the closed position when the car is laded. The actuators may be mounted in shelters midway along the car, and may be offset from the centersill. The actuators may be mounted predominantly vertically such that gravity may obviate the need for a secondary lock.

Abstract: A system, a prediction unit, and a method for predicting a failure of at least one unit for monitoring and/or controlling transportation traffic. The system includes a communication network having at least one network access point, a functional unit dedicated to the at least one unit for monitoring and/or controlling transportation traffic, wherein the decentralized functional unit is connected to the at least one network access point, and a prediction unit configured to predict the failure based on data sent from the functional unit and/or received by the functional unit over the communication network.

Abstract: A method and a computer program product monitor infrastructure facilities of a route network for vehicles. The vehicles generate messages about a respective operating state, which messages are transmitted with a time and a specification of location which represent the occurrence of a signaled operating state, to a land-based evaluation device. The messages received are stored in a database and evaluated. The messages of a predefined time period relating to a predefined operating state are read out from the database. Limited areas with frequent occurrence of the predefined operating state are determined by means of a predefined algorithm. The infrastructure facilities in the areas with the frequent occurrence of the predefined operating state as a possible cause of the predefined operating state of the vehicles are identified, and information about the infrastructure facilities which are detected as a possible cause of the predefined operating state of the vehicles are output.

Abstract: A carriage according to the present embodiment comprises: a mounting base in which a plane for placing a freight is defined, the mounting base receiving the freight from an end part of the plane by horizontal movement; and a drop prevention part that is provided to the end part of the plane, and that prevents the freight from dropping off from the mounting base. The drop prevention part includes: a movable part that rotates about an axis along a direction perpendicular to both the vertical direction and a direction in which the freight is received; and a rotation inhibiting part that is provided between said plane and a horizontal plane on which said axis is present, and that limits the range of rotation of the movable part. The movable part includes: a contact part that comes into contact with the freight; and a weight part at which the center of gravity of the movable part is located. The contact part has an end part that projects more upward in the vertical direction than the plane.

Abstract: A shopping cart basket having a handle region located at the front or the sides of the shopping cart basket is disclosed. The forward handle region may have a plurality of openings along the front, corners, and sides to allow a customer to easily grip the shopping cart basket and guide the shopping cart. The shopping cart basket may be formed from a metallic wire portion and a non-metallic forward handle region, or in some embodiments, the shopping cart basket may be formed from a fully formed from a polymer material.

Abstract: The equipment (1) includes: a median front pillar (2a), provided with at least one front wheel (4) at its lower end; a seat (7) located at the upper end of the front median pillar (2a); two pivotable legs (5), pivotally connected, by a front end, to a lower part of the median front pillar (2a), and each including a wheel (6) at a rear end; a slider (18) slidably movable along the front median pillar (2a), and two connecting rods (24) connected to the slider (18), on two opposite sides thereof, and connected to the legs (5); the slider (18) is movable between a lower position, in which the connecting rods (24) bring the legs (5) into the unfolding position and an upper position, in which the connecting rods (24) bring the legs (5) into the folding position; and releasable device (30) for holding the slider (18) in the lower position.

Abstract: A tricycle operable in a swivel state and a steering state, having a tricycle frame; two rear wheels rotatably connected to the tricycle frame; a front wheel; a handlebar; a wheel fork rotatably connected on one end thereof to the front wheel and connected on a second end thereof to the handlebar via a swivel mechanism; the swivel mechanism comprises: a push button configured to: be pushed down and towards the tricycle frame thereby coupling the handlebar to the wheel fork and allowing a rider of the tricycle to steer; and be pushed down and away from the tricycle frame thereby detaching the handlebar from the wheel fork and allowing the front wheel to swivel; wherein the front wheel swivel rotation axis is different than the handlebar rotation axis.

Abstract: A stroller assembly may be configurable as an assembled stroller having selected components defining one of a plurality of potential stroller configurations. The stroller assembly may include a plurality of constituent assemblies. Each of the constituent assemblies may include a plurality of selectable components that, when selected and combined into the assembled stroller, define a corresponding expression of the stroller assembly.

Abstract: A steering wheel includes: a wheel frame; a base, which includes a metal composite, coupled to the wheel frame to cover the wheel frame; a sensor electrode disposed on the base; and a sensor integrated circuit (IC) electrically connected to the sensor electrode and configured to sense a change in capacitance of the sensor electrode.

Abstract: Disclosed is a steering wheel. The steering wheel includes a wheel frame; a base coupled to cover the wheel frame; a sensor electrode arranged on the base and configured to receive a driver's touch input; and a controller configured to set up a touch area for manipulation to control components of a vehicle based on a touch area of the sensor electrode having received the touch input.

Abstract: A steering arrangement for a vehicle, the steering arrangement comprising a steering column bracket comprising a pair of bracket walls, each of the bracket walls being arranged in connection with a respective one of steering column walls, wherein the steering column bracket comprises a laterally movable resilient member on each of the bracket walls, each of the laterally movable resilient members being snap-fitted to a respective one of laterally extending recesses of the steering column for attaching the steering column bracket to the steering column.

Abstract: A telescoping steering column is supported by a vehicle structure, and includes a steering shaft, first, second, and third jackets, and first and second adjustment mechanisms. The steering shaft is adapted to rotate about an axis. The first jacket is adapted to rotatably support the steering shaft. The second jacket is adapted to support the first jacket, and the first jacket is constructed to slide axially with respect to the second jacket. The third jacket is adapted to support the second jacket, and the second jacket is constructed to slide axially with respect to the third jacket. The first adjustment mechanism is supported by the first and second jackets for axial movement of the first jacket with respect to the second jacket. The second adjustment mechanism is supported by the second and third jackets for axial movement of the second jacket with respect to the third jacket.

Abstract: A telescoping steering column is constructed to be mounted to a vehicle structure. The telescoping steering column includes a plurality of jackets in telescopic relation to one another along a telescopic axis, an electric motor, at least one leadscrew, first and second thread sets, and first and second nuts. The plurality of jackets include a first jacket and a second jacket. The electric motor is rigidly fixed to one of the plurality of jackets. Then at least one leadscrew is rotationally driven by the electric motor. The first and second thread sets are carried by the at least one leadscrew. The first and second nuts are threaded upon the respective first and second thread sets, and attached to the respective first and second jackets.

Abstract: A steering mechanism and guidance system for guiding a milling attachment device provides precise steering capability in a straight line. The steering mechanism has at least one wheel that is rotated by an actuating mechanism such as an extending cylinder, synchronized actuators, or the like. The steering mechanism may be integrated with depth control by using a parallelogrammatic structure with pivot points to assist in the depth control or may operate independent of and without impeding depth control.

Abstract: A vehicle rack-and-pinion mechanism (1), which is applicable to a steering device (S), includes: a pinion (11) that is formed with a gear tooth (12) and is supported so as to be rotatable about its axis; and a rack shaft (21) that is formed with a rack tooth (22) to engage with the gear tooth (12), wherein the rack tooth (22) is formed, on its surface, with a coating film (31) of coatings having different degrees of hardness laminated.

Abstract: An electric drive device includes a motor housing including a housing end face part opposite to an output part of a rotating shaft of an electric motor. The housing end face part includes a power conversion circuit part heat dissipation section and a power supply circuit part heat dissipation section formed to allow at least generated heat of the power conversion circuit part and the power supply circuit part to be transferred to the motor housing. A sensor magnet is fixed to an end part of the rotating shaft opposite to the output part of the rotating shaft and structured to constitute a rotation-sensing target part for sensing rotation of the rotating shaft. The power conversion circuit part heat dissipation section of the housing end face part is positioned closer to the electric motor than the sensor magnet.

Abstract: A microcomputer includes an abnormality monitor unit, a rotation angle calculation unit and a current supply control unit. The abnormality monitor unit monitors an abnormality of the rotation angle sensor. The rotation angle calculation unit calculates an electrical angle based on angle information acquired from the rotation angle sensor and an abnormality state of the rotation angle sensor. The current supply control unit controls current supply to the winding sets based on the electrical angle. When an abnormality is detected in one of the sensor units, the rotation angle calculation unit calculates the electrical angle based on a hold value which is the electrical angle before the detection of abnormality during a period from the detection of abnormality to a final determination of the abnormality. When the abnormality of the sensor unit is finalized, the electrical angle is calculated based on the angle information of the other sensor unit which is normal.

Abstract: A motor torque control section switches a change rate of a motor torque for approximating the motor torque to an assist torque according to relationship between the motor torque of an electric motor and the assist torque and according to a change in a turning angle, after automatic steering is cancelled according to a steering torque.

Abstract: A method of evaluating the health status of belt drive in electric power steering system by detecting the occurrence of sliding teeth in the electric power steering system and the frequency of occurrence and the output of the motor. In this way, the user really knows the belt drive health of the electric power steering system.

Abstract: A power conversion device includes a first inverter connected to a first end of a winding of each phase of a motor, a second inverter connected to a second end of the winding of each phase, and first and second switching circuits. The power conversion device further includes a normal state operation mode in which power conversion is performed by using a first neutral point of the winding of each phase in the second inverter and the first inverter and an abnormal state operation mode in which the power conversion is performed by using a second neutral point of the winding of each phase in the first inverter and the second inverter. An operation mode of the power conversion is switched from the normal state operation mode to the abnormal state operation mode when at least one switch in the first inverter fails.

Abstract: Methods and apparatus providing for the isolation of an unknown mutation from a sample comprising wild type nucleic acids and mutated nucleic acids through the application of time-varying driving fields and periodically varying mobility-altering fields to the sample within in an affinity matrix.

Abstract: A computer-implemented method includes: receiving, by a computing device, data identifying steering adjustments made by a driver; determining, by the computing device, an intent of the driver when making the steering adjustments; generating, by the computing device, steering assist instructions based on determining that the intent of the driver is to maintain the vehicle's position within a driving lane; and outputting, by the computing device, the steering assist instructions to counteract the steering adjustments made by the driver and maintain the vehicle's position within the driving lane.

Abstract: A detection ECU detects left and right lane lines that define a driving lane from an image captured by an in-vehicle camera, by detecting a roadside as a side of a road where the own vehicle travels, from information of reflected waves received from a radar device. The detection ECU determines whether an estimated width indicating the width of a detected roadside and a detected lane line on a roadside side is narrower than the predetermined width. When the detection ECU determines that the estimated width is narrower than the predetermined width, it sets the predetermined position to be a position distant from the lane line on a roadside side in the estimated driving lane, than when the estimated width is determined not to be narrower than the predetermined width.