Abstract: A sensor cleaning mechanism is provided herein. At least one sensor is configured to observe a condition associated with a vehicle. A housing is configured to be mounted on the vehicle. The housing includes a window surface configured to be disposed substantially within a field of view of the at least one sensor. A fluid providing mechanism is configured to provide fluid to the window surface. An actuating mechanism is configured to rotate the housing about the at least one sensor at a first speed, thereby causing at least a portion of the fluid to be expelled from the window surface. The actuating mechanism also can be configured to change a speed of rotation of the housing to a second speed, which is greater than zero, in response to a determination that the window surface is substantially clear of the fluid.

Abstract: According to one aspect, an apparatus includes a first set of sensors, a second set of sensors, a sensor data aggregator that includes a first assembly and a second assembly, and a computing system. The first assembly is configured to obtain and to process a first set of sensor data from the first set of sensors, and the second assembly is configured to obtain and to process a second set of sensor data from the second set of sensors. The computing system is configured to obtain the first and second sets of sensor data processed by the sensor data aggregator, and to implement primary autonomy functionalities based on the first set of sensor data and the second set of sensor data, wherein the sensor data aggregator is configured to implement backup autonomy functionalities concurrently with the primary autonomy functionalities being implemented.

Abstract: According to one aspect, a method for validating a vision system includes providing a vision testing medium at a first distance from the vision system, communicating a first information relating to the vision testing medium from the sensing apparatus to a first system, and displaying, using the first system, a rendering of the vision testing medium based on the first information. The method also includes obtaining, using the first system, at least a first indication of a visual acuity associated with the vision system, determining when the visual acuity at least meets a threshold level, and identifying the sensing apparatus as validated when the visual acuity at least meets the threshold level.

Abstract: According to one aspect, bandwidth associated with a vehicle communication network, such as a controller area network (CAN), is allocated by assigning priorities to systems in an autonomous vehicle which use the vehicle communication network to communicate with a vehicle control unit (VCU). Systems with high priority levels may exchange data or information with a VCU at substantially all times, while systems with lower priority levels may exchange data or information with the VCU substantially only when that data or information is requested or otherwise needed. A significant percentage of the bandwidth of the network may be allocated for the exchange of data between high priority systems and a VCU, while the remaining percentage of the bandwidth may be allocated for the exchange of data between lower priority systems and the VCU when needed. As a result, the bandwidth associated with the network may be used efficiently.

Abstract: A plurality of radar units is included in an overall radar module such that the plurality of radar units effectively cooperates to provide an approximately 360-degree field-of-view over a relatively long range. The overall radar module may include a ring-shaped printed circuit board, and a rim that includes multiple radar units positioned to substantially cover a 360-degree field-of-view. Radar units of the overall radar module may be grouped together such that two or more radar units may operate substantially synchronously, e.g., as a substantially single radar unit.

Abstract: According to one aspect, headlights of a vehicle are used to communicate information that may be understood by a user or other person in the vicinity of the vehicle. A method includes operating a vehicle and determining a status of the vehicle. The vehicle has a park gear arranged to be engaged to cause the vehicle to be in a parked state, and the vehicle includes a first optical assembly that has a first optical arrangement and a first optical controller. The method also includes causing the first optical arrangement to visually communicate a first indication, the first indication being arranged to indicate the status of the vehicle.

Abstract: A rapid deceleration mechanism for a vehicle is provided herein. The rapid deceleration mechanism decelerates a body of the vehicle traveling on a road surface. The rapid deceleration mechanism includes at least one bollard attached to the body and at least one energetics arrangement. The at least one energetics arrangement propels the at least one bollard from the body toward the road surface to decelerate the body such that at least one of a portion of the body or the at least one bollard is deformed.

Abstract: According to one aspect, a vehicle includes a first compartment, a system, and a first sanitizing arrangement. The first compartment has a plurality of walls that define a space, and the system is configured to enable the vehicle to travel autonomously. The system includes a power system configured to provide power to the first compartment. The first sanitizing arrangement includes at least a first sanitizing component, the at least first sanitizing component being included in the first compartment, wherein the first sanitizing arrangement is configured to be activated to sanitize the plurality of walls and the space.

Abstract: According to one aspect, a method includes obtaining a first supervisory request at a teleoperations indirect control arrangement that is originated by a first vehicle that has an autonomy system. The method also includes identifying a first situation associated with the first supervisory request. A first mitigation for the first situation is identified, and it is determined whether the first mitigation includes providing a point-of-intent to the autonomy system. When the first mitigation includes providing the point-of-intent to the autonomy system, the point-of-intent is provided. In response to providing the point-of-intent, a first plurality of potential paths between a current location of the first vehicle and the point-of-intent is obtained. A first potential path of the first plurality of potential paths is selected by the teleoperations indirect control arrangement, and a first indication that the first vehicle is to use the first potential path is provided to the first vehicle.

Abstract: According to one aspect, the routing of an autonomous or semi-autonomous vehicle may be based at least in part upon an ability for a teleoperations system to safely take over the control and operation of the vehicle. A route that is to be driven or traversed by an autonomous vehicle may be created such that geographical areas in which there is substantially inadequate coverage by cellular and/or wireless networks are effectively avoided. By creating routes for an autonomous vehicle that substantially avoid areas of relatively poor cellular and/or wireless network coverage, the ability for the vehicle to safely travel between a source and a destination, even when under the control of a teleoperations system, may be enhanced.

Abstract: According to one aspect, a method includes obtaining a first supervisory request from a first vehicle. The first supervisory request is processed by a teleoperations monitor arrangement. The method includes determining a first priority for the first supervisory request. After determining the first priority, the first supervisory request is added to a queue according to the first priority. The queue includes at least a second supervisory request having a second priority. Finally, the method includes determining whether the first priority is higher than the second priority. When it is determined that the first priority is higher than the second priority, the first supervisory request is processed before the second supervisory request. The first supervisory request is obtained from the queue and processed by the teleoperations monitor arrangement. Processing the first supervisory request includes determining whether the first vehicle is to be remotely operated by the teleoperations operator arrangement.

Abstract: According to one aspect, methods to select and implement a failover behavior based on situational awareness, when an autonomous vehicle enters a failover condition, are provided. Operation design domains, other users who share a road with the autonomous vehicle, and tailgaters may be considered when determining a deceleration profile, a trajectory length, and a trajectory type for the autonomous vehicle to follow when executing failover behavior. An autonomous driving system of an autonomous vehicle detects a failover event while the autonomous vehicle is traveling along a path and analyzes an environment surrounding the autonomous vehicle to determine whether a tailgater is present behind the autonomous vehicle. The autonomous driving system generates a failover plan for performing a failover behavior based on the failover event and the environment surrounding the autonomous vehicle and engages the autonomous vehicle to implement the failover plan for performing the failover behavior.

Abstract: A delivery system includes a database configured to store information of a customer where the information includes a default payment method, a communication system configured to communicate with an autonomous vehicle and with a device of the customer, where the device includes a display screen having a button to summon an autonomous vehicle, at least one processor, and a memory storing instructions. The instructions, when executed by the at least one processor, cause the delivery system to receive an indication via the communication system that the button on the device of the customer has been clicked, and instruct the autonomous vehicle to travel to a location of the customer.

Abstract: According to one aspect, a method includes autonomously operating a vehicle along a first path, identifying a work zone, and determining whether the vehicle is able to continue operating along the first path after identifying the work zone. When it is determined that the vehicle is not able to continue operating along the first path, it is determined whether an autonomy system is able to identify a second path that routes around the work zone. When the autonomy system is able to identify the second path, the vehicle is autonomously operated along the second path. When the autonomy system is unable to identify the second path, the method includes requesting assistance from a teleoperations monitor arrangement. The vehicle is configured to obtain, from the teleoperations monitor arrangement, a waypoint or a first indication of a teleoperations operation arrangement assigned to remotely operate the vehicle around the work zone.

Abstract: According to one aspect, a method includes obtaining, at a first unit, a first signal, and storing an indication of an arrival time of the first signal in a register of the first unit. The method also includes obtaining a digital signal to be provided to a controller area network (CAN) circuit system, the CAN circuit system being included in the first unit, adding the indication to the digital signal, wherein adding the indication to the digital signal creates an updated digital signal, and providing the updated digital signal to the CAN circuit system.

Abstract: According to one aspect, an autonomous vehicle that includes a lidar unit collects lidar point cloud data that includes false returns or false positives, and characterizes the data associated with the false returns or false positives as drivable or not drivable. The false returns or false positives may be phantom points that are not associated with actual objects which may pose collision risks. Analyzing lidar point cloud data to characterize false returns or false positives as either drivable or not drivable enables an autonomous vehicle to operate efficiently by not having to avoid non-existent collision risks. False positives may be indicated when a wet or icy road surface acts as a mirror which reflects objects, and when precipitation such as raindrops appear as objects. Characterizing such false positives as drivable facilitates the efficient operation of an autonomous vehicle as the autonomous vehicle may drive over a mirror and/or through precipitation.

Abstract: According to one aspect, a method includes determining when a vehicle is in a location that is suitable for providing status information on a human machine interface (HMI). The vehicle includes an autonomy system, a diagnostics system, a mode module, and the HMI which is arranged to provide a user interface. The method also includes determining the status information for the vehicle using the diagnostics system when it is determined that the vehicle is in the location that is suitable for providing the status information, and setting the HMI to a first mode using the mode module when it is determined that the vehicle is located in the location that is suitable for providing the status information. The status information is provided to the mode module after setting the HMI to the first mode. Finally, the method includes providing the status information to the HMI to be displayed.

Abstract: According to one aspect, a vehicle includes a chassis and a system configured to cause the vehicle to operate autonomously and carried on the chassis. The vehicle also includes a first compartment carried on the chassis, the first compartment having a first mechanism contained therein and configured to facilitate performing a first procedure. A second mechanism carried on the chassis is also included in the vehicle. The second mechanism is configured to support a telepresence session. In one embodiment, the first procedure is a first medical procedure, and first mechanism is configured to be remotely controlled to perform the first medical procedure.

Abstract: Collision filtering for autonomous vehicle simulations is disclosed herein. A simulation system can be configured to identify a simulated collision involving a simulated autonomous vehicle and a simulated agent representing an obstacle with which the simulated autonomous vehicle may collide. For example, the simulated collision can be simulated based on logged data from a real-world autonomous vehicle. The simulation system can classify the simulated collision as unrealistic or realistic. For example, classification can involve considering a nature of the simulated agent (including, e.g., whether the simulated agent is a drivable obstacle), a nature of the collision, whether the collision is avoidable through an evasive maneuver, whether the collision is similar to a known false positive, and/or input from a human operator.

Abstract: According to one aspect, data collected from various modules on an autonomous vehicle is synchronized, and snapshots of the synchronized data, referred to herein as ‘data snapshots’, are created. Contextual information associated with the data snapshots, e.g., indexes and/or metadata, is collected and/or derived, and the contextual information is stored along with the snapshots. The data snapshots may then be substantially searched, using the contextual information, to identify particular scenes for analysis. In addition to searching for particular scenes, series of scenes may be searched using the contextual information such that scenarios encountered by the autonomous vehicle over time may be identified.