Abstract: Systems, methods, and other embodiments described herein relate to preventing accidentally or unintentionally re-engaging a vehicle control system after recently dis-engaging the vehicle control system. In one embodiment, a method includes, in response to a vehicle control system being disengaged, activating a lockout period, and preventing the vehicle control system from re-engaging during the lockout period.

Abstract: Systems and methods described herein relate to using multimodal foundation models. In one embodiment, a method includes providing a testbench capable of receiving a first input set from a first device set operable by a first driver, a second input set from a second device set operable by a second driver, and a third input set from an autonomous driving component, generating states of operations where each state of operation determines how the first, second, and third input set are able to control a vehicle, determining a current state of operation for the vehicle, and configuring vehicle control by the first input set, the second input set, and third input set based on the current state of operation.

Abstract: Systems and methods described herein relate to using multimodal foundation models. In one embodiment, a method includes providing a vehicular testbench capable of operating physical and virtual vehicular components, receiving a test plan for a set of vehicular components, determining testbench components and testbench connections including any virtual components to implement the test plan on the vehicular testbench, generating the virtual components to perform the test plan, and implementing the testbench connections to enable testing of the vehicular components.

Abstract: Systems, methods, and other embodiments described herein relate to detecting a false positive request to disengage a vehicle control system. In one embodiment, a method includes detecting a false positive request to disengage a vehicle control system based on a difference between a road wheel angle input and an angle of a road wheel controlled by the road wheel angle input and preventing the vehicle control system from disengaging based on detecting the false positive request.

Abstract: Systems and methods are provided for variable actuation and release of a vehicle's brake hold mechanism/function. A brake hold device may be implemented as a “tuner” or controller that can connect to and override, e.g., the default functionality of an existing brake hold mechanism of a vehicle. Delays in exiting a brake hold state, repetitive actuation of an accelerator to exit a brake hold state, and other shortcomings associated with the conventional operation of brake hold mechanisms may be avoided by taking into account relevant vehicle operating conditions or environmental/road/traffic conditions.

Abstract: Systems, methods, and other embodiments described herein relate to preventing accidentally or unintentionally re-engaging a vehicle control system after recently dis-engaging the vehicle control system. In one embodiment, a method includes, in response to a vehicle control system being disengaged, activating a lockout period, and preventing the vehicle control system from re-engaging during the lockout period.

Abstract: A method for managing operation of a vehicle includes detecting, while the vehicle is operating, an assistance condition that triggers activation of one or more assistance components of a set of assistance components associated with a driver assistance system, the vehicle having been retrofitted to include an autonomous driving system. The method also includes determining whether the autonomous driving system satisfies a respective safety condition associated with each of the one or more assistance components without activation of the one or more assistance components. The method further includes preventing the one or more assistance components from activating in accordance with determining the autonomous driving system satisfies the safety condition.

Abstract: Systems, methods, and other embodiments described herein relate to detecting a false positive request to disengage a vehicle control system. In one embodiment, a method includes detecting a false positive request to disengage a vehicle control system based on a difference between a road wheel angle input and an angle of a road wheel controlled by the road wheel angle input and preventing the vehicle control system from disengaging based on detecting the false positive request.

Abstract: A method for controlling the acceleration rate of a vehicle based on the vehicle's location includes determining, via one or more sensors, that the vehicle is at a first location and reducing the vehicle's initial target acceleration rate to a first adjusted target acceleration rate in response to the location satisfying a first location condition. Subsequently, the method includes determining that the vehicle has reached a second location and increasing the first adjusted target acceleration rate to a second adjusted target acceleration rate in accordance with determining that the vehicle has reached the second location. This method can be applied to vehicles operating in autonomous or semi-autonomous modes.

Abstract: A method for managing autonomous operation of a vehicle includes detecting, while the vehicle is operating in an autonomous mode, an assistance condition that triggers activation of an assistance component of a set of assistance components associated with a driver assistance system. The method also includes determining whether the operation of the vehicle in the autonomous mode satisfies a safety condition associated with the assistance component. The method further includes adjusting an activation signal that triggers the activation of the assistance component based on determining the operation of the vehicle in the autonomous mode satisfies the safety condition.

Abstract: A method for controlling an acceleration rate of a vehicle includes monitoring a first current speed and a first acceleration rate of the vehicle based on the vehicle moving from a standstill. The method also includes setting an initial target acceleration rate to an adjusted target acceleration rate based on the first acceleration rate satisfying a first acceleration adjustment condition and the first current speed satisfying a second acceleration adjustment condition. The method further includes monitoring a second acceleration rate and a second current acceleration rate of the vehicle based on setting the initial target acceleration rate to the adjusted target acceleration rate. The method still further includes setting the adjusted target acceleration rate to the initial target acceleration rate based on the second acceleration rate satisfying a first target acceleration condition or the second current speed satisfying a second target acceleration condition.

Abstract: Systems and methods are provided for variable actuation and release of a vehicle's brake hold mechanism/function. A brake hold device may be implemented as a “tuner” or controller that can connect to and override, e.g., the default functionality of an existing brake hold mechanism of a vehicle. Delays in exiting a brake hold state, repetitive actuation of an accelerator to exit a brake hold state, and other shortcomings associated with the conventional operation of brake hold mechanisms may be avoided by taking into account relevant vehicle operating conditions or environmental/road/traffic conditions.

Abstract: A method for managing autonomous operation of a vehicle includes detecting, while the vehicle is operating in an autonomous mode, an assistance condition that triggers activation of an assistance component of a set of assistance components associated with a driver assistance system. The method also includes determining whether the operation of the vehicle in the autonomous mode satisfies a safety condition associated with the assistance component. The method further includes adjusting an activation signal that triggers the activation of the assistance component based on determining the operation of the vehicle in the autonomous mode satisfies the safety condition.

Abstract: A method for controlling an acceleration rate of a vehicle includes monitoring a first current speed and a first acceleration rate of the vehicle based on the vehicle moving from a standstill. The method also includes setting an initial target acceleration rate to an adjusted target acceleration rate based on the first acceleration rate satisfying a first acceleration adjustment condition and the first current speed satisfying a second acceleration adjustment condition. The method further includes monitoring a second acceleration rate and a second current acceleration rate of the vehicle based on setting the initial target acceleration rate to the adjusted target acceleration rate. The method still further includes setting the adjusted target acceleration rate to the initial target acceleration rate based on the second acceleration rate satisfying a first target acceleration condition or the second current speed satisfying a second target acceleration condition.

Abstract: An autonomous vehicle automatically implements an intention aware lane change with a safety guaranteed lane biased strategy. To make a lane change, the autonomous vehicle first navigates within the current lane to near the edge of the current lane, to a position offset by a bias. By navigating to the edge of the lane, the autonomous vehicle provides a physical and virtual notification, in addition to a turn signal, that it is the intention of the vehicle to change into the lane adjacent to the edge of the lane in which the vehicle has navigated to. After performing a safety check and waiting for a minimum period of time during which vehicles in the adjacent lane can be assumed to have been warned or been put on notice of the lane change, the autonomous vehicle navigates into the adjacent lane.

Abstract: An autonomous vehicle automatically implements a lane change in dense traffic condition. A minimum distance gap between the vehicle and a vehicle in front of the present vehicle is calculated for an autonomous vehicle, along with a best trajectory for changing lanes into a left adjacent lane or changing lanes into a right adjacent lane. The left or right lane change is triggered by the driver or the global planner that navigates the vehicle. During the next cycle, pre-calculated information is utilized by a planning module to determine the final speed of the trajectory to complete the final planning trajectory for the lane change.

Abstract: An autonomous vehicle automatically implements an intention aware lane change with a safety guaranteed lane biased strategy. To make a lane change, the autonomous vehicle first navigates within the current lane to near the edge of the current lane, to a position offset by a bias. By navigating to the edge of the lane, the autonomous vehicle provides a physical and virtual notification, in addition to a turn signal, that it is the intention of the vehicle to change into the lane adjacent to the edge of the lane in which the vehicle has navigated to. After performing a safety check and waiting for a minimum period of time during which vehicles in the adjacent lane can be assumed to have been warned or been put on notice of the lane change, the autonomous vehicle navigates into the adjacent lane.

Abstract: A system for capturing and processing an image in a camera system for a vehicle includes a camera module with a lens and a sensor, an image signal processor, a control unit, and an infrared elimination mechanism. The system may include at least one infrared illuminator. In normal light conditions, the infrared portion of the light is not used. The system may include an IR-cut filter disposed within the camera module that is moveable between a filtered position where infrared light is blocked before reaching an RGB sensor in normal light conditions and an unfiltered position where all of the light reaches the RGB sensor in low light conditions. The system may include an RGB-IR sensor without a filter, and the infrared portion captured at the sensor is ignored in normal light conditions and, in low light conditions, the infrared portion is used.

Abstract: A combined virtual and real environment for autonomous vehicle planning and control testing. An autonomous vehicle is operated in a real environment where a planning module and control module operate to plan and execute vehicle navigation. Simulated environment elements, including simulated image and video detected objects, simulated radar detected objects, simulated lane lines, and other simulated elements detectable by radar, lidar, camera, and any other vehicle perception systems, are received along with real-world detected elements. The simulated and real-world elements are combined and processed to by the autonomous vehicle data processing system. Once processed, the autonomous vehicle plans and executes navigation based on mixed real-world and simulated data in the same way. By adding simulated data to real data, the autonomous vehicle systems may be tested in hypothetical situations in a real-world environment and conditions.