Abstract: In one embodiment, a system determines activation parameters for an autonomous driving vehicle (ADV), where the activation parameters include historical usages of a primary brake system or a secondary brake system. In response to determining that a brake is to be applied, the system determines whether to activate a primary or a secondary brake system based on the activation parameters. The system sends an activation flag to activate the primary or the secondary brake system based on the determining whether to activate the primary or the secondary brake system. The system sends a brake command to the primary and the secondary brake system to activate either the primary or the secondary brake system according to the activation flag.

Abstract: Sound signals are received by a plurality of microphones disposed on a top of an ADV. An analysis of the sound signals is performed based on a spectrum and a vibration intensity of the sound signals. A wheel which the sound signals come from and a thickness of a brake pad of the wheel is determine based on the analysis of the sound signals. A brake pad wear degree of the brake pad and how long the ADV can run with the brake pad within a safety range is determined. A warning message indicating warning information based on the brake pad wear degree is transmitted.

Abstract: Smooth and agile acceleration of an autonomous driving vehicle (ADV) that is being held at a standstill or is otherwise at a stop is important for ADV safety, efficiency, and occupant enjoyment. For example, as a practical matter, an ADV at an uncontrolled intersection should quickly and smoothly drive-off when it is its turn to advance—otherwise, it may get stuck at the intersection. Embodiments herein provide systems and methods to facilitate a pleasant and comfortable ride while having the ADV drive off smoothly (e.g., not a large jerk) and safely while driving from a stop—regardless of whether the ADV is on a sloped surface.

Abstract: Embodiments herein relate to robust methodologies for autonomous parking. In one or more embodiments, an autonomous vehicle may determine the slope of a road based upon one or more inputs and a pre-defined slope definition and may also determine curb/no curb status of a parking location. Given the determined road conditions, such as slope and no curb/curb, embodiments determine wheel direction and angle that the vehicle should achieve to properly park. Embodiments also include countermeasures if one or more issues prohibit the vehicle from achieving a desired parking condition.

Abstract: Embodiments herein comprise monitoring factors related to braking of an autonomous vehicle. In response to determining, based upon data from one or more sensors, whether a failure state from a set of one or more failure states has occurred, a failure log is updated to record the occurrence of the detected failure state. In one or more embodiments, the failure states have associated severity levels, and the updated log and associated severities are used to determine a braking safety or failure metric for the vehicle. In one or more embodiments, if the vehicle has a metric corresponding to a rule that correlates the braking safety metric value to a set of one or more actions, the corresponding action(s) may then be implemented. For example, if the braking safety metric has a value corresponding to a rule that indicates the vehicle is unsafe, the vehicle is parked.

Abstract: This disclosure provides systems and methods for deceleration control during emergency braking using control algorithm override. An embodiment of the present disclosure provides a computer-implemented method for deceleration by a controlling device of an autonomous driving vehicle (ADV). The method includes engaging a braking system of the ADV to decelerate the ADV using a first deceleration algorithm. When an onset of discrepancy between a velocity of the ADV and a corresponding wheel speed of the ADV is detected, a processing device, based on the discrepancy, overrides an output of the first deceleration algorithm using a second deceleration algorithm that prioritizes in reducing the discrepancy between the velocity of the ADV and the corresponding wheel speed of the ADV over a target rate of deceleration computed by the first deceleration algorithm.

Abstract: In one embodiment, a system determines a signal fault at a communication bus of an autonomous driving vehicle (ADV). In response to determining the signal fault, the system sends a brake pre-charge command to a brake system of the ADV to pre-charge a brake of the ADV. The system determines a preset tolerance time to validate the signal fault. In response to a time elapse of the preset tolerance time, the system validates the signal fault at the communication bus or determine a signal fault at another communication bus. In response to validating the signal fault at the communication bus or determining the signal fault at the another communication bus, the system sends a brake command to the brake system of the ADV to engage brakes for the ADV.

Abstract: Operating a vehicle with an open door creates risks. Embodiments herein consider both when a vehicle is in an autonomous driving (AD) mode and a manual mode. When in AD mode, if an occupant opens the doors while the vehicle is moving, the control system may lower the speed to stop and may park the vehicle (or not park it depending upon the control policy). If an occupant opens the doors when the vehicle is stationary, the control system may keep the vehicle from rolling and from brake system failures. When the vehicle is in a manual model and a door is opened when the vehicle is moving, a warning message may be triggered; whereas, if a door is opened when the vehicle is stationary, the control system may keep the vehicle from rolling and from brake system failures. Warning messages may be triggered for different stages/conditions.

Abstract: This disclosure provides systems and methods for electrical power conservation during braking for autonomous or assisted driving vehicles, such as when electrical currents are continuously supplied to the brake system when the vehicle is temporarily halted at a slope. Braking hysteresis is the relationship between the input (e.g., operating pressure, caused by an electrical motor to increase the fluid pressures in the brake system) and the output (e.g., braking pressure applied by the brake pads on the rotors), in which the change of the output is different during the increase of the input and during the decrease of the input. The present disclosure provides techniques for conserving electrical power consumption by using the brake hysteresis.

Abstract: Smooth and agile acceleration of an autonomous driving vehicle (ADV) that is being held at a standstill or is otherwise at a stop is important for ADV safety, efficiency, and occupant enjoyment. For example, as a practical matter, an ADV at an uncontrolled intersection should quickly and smoothly drive-off when it is its turn to advance—otherwise, it may get stuck at the intersection. Embodiments herein provide systems and methods to facilitate a pleasant and comfortable ride while having the ADV drive off smoothly (e.g., not a large jerk) and safely (e.g., not slipping) during driving from a stop—regardless of whether the ADV is on a slope or on a neutral (i.e., not sloped) surface. In one or more embodiments, the drive-off process may be divided into several stages from a standstill to an acceleration settle stage.

Abstract: Steering control information and steering motor control information of a primary steering system of the ADV is determined. The steering control information and the steering motor control information of the primary steering system is transferred to a secondary steering system of the ADV. The ADV is controlled, by the primary steering system, to drive autonomously based on the steering control information and the steering motor control information of the primary steering system. In response to detecting a failure of the primary steering system, the ADV is controlled, by the secondary steering system, to drive autonomously based on the steering control information and the steering motor control information of the primary steering system.

Abstract: Sound signals are received by a plurality of microphones disposed on a top of an ADV. An analysis of the sound signals is performed based on a spectrum and a vibration intensity of the sound signals. A wheel which the sound signals come from and a thickness of a brake pad of the wheel is determine based on the analysis of the sound signals. A brake pad wear degree of the brake pad and how long the ADV can run with the brake pad within a safety range is determined. A warning message indicating warning information based on the brake pad wear degree is transmitted.

Abstract: Data is received from a plurality of sensors mounted on an ADV being held to a standstill. A status of the ADV including a rolling speed of the ADV is detected based on the data from the plurality of sensors. One of a primary brake or a secondary brake is activated, in response to detecting the status of the ADV being a first status including the rolling speed being higher than zero and lower than a first predetermined speed threshold. An electronic parking brake is activated, in response to detecting the status of the ADV being a second status including the rolling speed being higher than the first predetermined speed threshold and lower than a second predetermined speed threshold. An engine brake may be used to reduce the crash damage, and a warning message (e.g., Message-4) may be generated.

Abstract: In an embodiment, an autonomous driving system (ADS) determines that a corresponding autonomous driving vehicle (ADV) has stopped on a gradient. The ADS determines a first brake hold pressure based on a first gradient value of the ADV measured at a first point in time. The ADS then applies the first brake hold pressure to a brake system in the ADV. Then, the ADS determines a second brake hold pressure based on a second gradient value of the ADV measured at a second point in time. The ADS then applies the second brake hold pressure to the brake system accordingly.

Abstract: The present invention discloses a microcrystalline glass, a microcrystalline glass product, and a manufacturing method therefor. The main crystal phase of the microcrystalline glass comprises lithium silicate and a quartz crystal phase. The haze of the microcrystalline glass of the thickness of 0.55 mm is below 0.6%. The microcrystalline glass comprises the following components in percentage by weight: SiO2: 65-85%; Al2O3: 1-15%; Li2O: 5-15%; ZrO2: 0.1-10%; P2O5: 0.1-10%; K2O: 0-10%; MgO: 0-10%; ZnO: 0-10%. A four-point bending strength of the microcrystalline glass product is more than 600 Mpa.

Abstract: The present invention discloses a microcrystalline glass, a microcrystalline glass product, and a manufacturing method therefor. The main crystal phase of the microcrystalline glass comprises lithium silicate and a quartz crystal phase. The haze of the microcrystalline glass of the thickness of 0.55 mm is below 0.6%. The microcrystalline glass comprises the following components in percentage by weight: SiO2: 65-85%; Al2O3: 1-15%; Li2O: 5-15%; ZrO2: 0.1-10%; P2O5: 0.1-10%; K2O: 0-10%; MgO: 0-10%; ZnO: 0-10%. A four-point bending strength of the microcrystalline glass product is more than 600 Mpa.

Abstract: A microcrystalline glass product. The microcrystalline glass product includes the following components in percentage by weight: SiO2: 45-70%; Al2O3: 8-18%; Li2O: 10-25%; ZrO2: 5-15%; P2O5: 2-10%; and Y2O3: greater than 0 but less than or equal to 8%. Through reasonable component design, the microcrystalline glass and the microcrystalline glass product have excellent mechanical and optical properties and are suitable for electronic devices or display devices.

Abstract: A microcrystalline glass and microcrystalline glass product with excellent mechanical properties, microcrystalline glass product, the components of which, expressed in weight percent, contain: SiO2: 65˜80%; Al2O3: below 5%; Li2O: 10˜25%; ZrO2: 5˜15%; P2O5: 1˜8%. Through the reasonable component design, the microcrystalline glass product has excellent mechanical properties.

Abstract: A glass ceramic substrate contains a glass ceramic having a compressive stress layer on a surface thereof and a crystalline phase containing LiAlSi4O10, quartz, and quartz solid solution. The glass ceramic has 60 to 80% of SiO2, 4 to 20% of Al2O3, more than 0 but less than or equal to 15% of Li2O, more than 0 but less than or equal to 12% of Na2O, 0 to 5% of K2O; more than 0 but less than or equal to 5% of ZrO2, 0 to 5% of P2O5, and 0 to 10% of TiO2. The quartz and the quartz solid solution crystalline phase account for 15 to 30% of the glass ceramic by wt %, the LiAlSi4O10 crystalline phase accounts for not greater than 15% of the glass ceramic by wt %, and a ratio of ZrO2/Li2O is more than 0 but less than or equal to 0.35.

Abstract: A glass ceramic contains the following components by wt %: 60 to 80% of SiO2; 4 to 20% of Al2O3; 0 to 15% of Li2O; more than 0 but less than or equal to 12% of Na2O; 0 to 5% of K2O; more than 0 but less than or equal to 5% of ZrO2; 0 to 5% of P2O5; and 0 to 10% of TiO2. A crystalline phase contains at least one of R2SiO3, R2Si2O5, R2TiO3, R4Ti5O12, R3PO3, RAlSi2O6, RAlSiO4O10, R2Al2Si2O8, R4Al4Si5O18, quartz and quartz solid solution. With a liquidus temperature below 1,450° C., a thermal conductivity above 2 w/m·k, and a Vickers hardness above 600 kgf/mm2, the glass ceramic is applicable to portable electronic devices and optical devices.