Nissan Motor Corp is conducting advanced trials of autonomous driving technology on busy city streets in Japan, positioning itself in the global race for driverless vehicles as the country works to catch up with international competitors.
The Japanese automaker’s experimental vehicle, a modified Serena minivan, navigates through traffic using an impressive array of 14 cameras, nine radars, and six LiDar sensors installed throughout the vehicle. During recent demonstrations, the autonomous system successfully managed complex urban driving scenarios, including avoiding cars that suddenly changed lanes.
While the technology maintains a designated speed limit of 40 kph (about 25 mph), Nissan engineers maintain safety protocols by having a human operator monitor the vehicle from a remote control center at company headquarters. Additionally, a safety driver occupies the front passenger seat during testing, ready to intervene if necessary.
“How the sensors must be adapted to the car’s movements, or to monitor sensors and computers to ensure reliability and safety requires an understanding of the auto system overall,” explained Takeshi Kimura, an engineer at Nissan’s Mobility and AI Laboratory.
The company plans to expand its testing fleet to 20 vehicles in the Yokohama area over the next few years, with aims to achieve Level Four autonomy—requiring no human involvement—by 2029 or 2030.
Japan’s push for autonomous vehicles comes amid broader industry developments, including Waymo’s planned entry into the Japanese market later this year through a partnership with cab company Nihon Kotsu. Toyota is also constructing a dedicated testing area near Mount Fuji for various technologies, including autonomous driving.
Experts note that autonomous vehicles could help address Japan’s challenges with a shrinking population and driver shortages. However, University of Tokyo Professor Takeo Igarashi points out that public acceptance remains challenging due to high expectations for service quality in Japan and concerns about responsibility in case of accidents.
“In human driving, the driver takes responsibility. It’s so clear. But nobody is driving so you don’t know who will take responsibility,” Igarashi noted.
Carnegie Mellon University’s Phil Koopman suggests the autonomous vehicle industry is just beginning its journey, with significant work ahead to address “edge cases”—rare but dangerous situations that systems must learn to handle through extensive real-world operation.
Stay tuned to DC Brief for further updates on this story and other technology developments.
