Abstract: Techniques for identifying a constraint to apply to an operation of a vehicle are described herein. A vehicle computing system receives diagnostics and constraints associated with components of the vehicle. The vehicle computing system identifies constraints to apply to vehicular operation based on the received diagnostics and constraints. The vehicle computing system may determine whether a received constraint is valid, based on associated diagnostics. Based on a determination that the constraint is valid, the vehicle computing system may include the constraint in vehicle control considerations. Based on a determination that the constraint is invalid, the vehicle computing system may withhold the constraint from vehicle control considerations.

Abstract: Techniques for determining whether to limit an operation of a vehicle while operating in a manually assisted mode of operation are described herein. A vehicle computing system can monitor components of the vehicle and identify a fault associated with a component. The vehicle computing system can determine whether the fault is associated with a manual operation of the vehicle. Based on a determination that the fault is not associated with the manual operation of the vehicle (e.g., fault associated with an autonomous control component), the vehicle computing system can override the fault and enable continued operation of the vehicle in the manually assisted mode of operation. Based on a determination that the fault is associated with the manual operation of the vehicle, the vehicle computing system can cause the vehicle to cease operating.

Abstract: Testing autonomous vehicle control systems in the real world can be difficult, because creating and re-creating physical scenarios for repeated testing may be impractical. In some implementations, detailed map data and data acquired through driving in a region can be used to identify similar segments of a drivable surface. Simulation scenarios used to test one of the similar segments may be used to test other of the similar segments. The driving data may also be used to generate and/or validate the simulation scenarios, e.g., by re-creating scenarios encountered while driving in a first segment in a simulation scenario for use in the second segment and comparing simulated driving behavior with the driving data.

Abstract: Performance anomalies in autonomous vehicle can be difficult to identify, and the impact of such anomalies on systems within the autonomous vehicle may be difficult to understand. In examples, systems of the autonomous vehicle are modeled as nodes in a probabilistic graphical network. Probabilities of data generated at each of the nodes is determined. The probabilities are used to determine capabilities associated with higher level functions of the autonomous vehicle.

Abstract: A vehicle may include a primary system for generating data to control the vehicle and a secondary system that validates the data and/or other data to avoid collisions. For example, the primary system may localize the vehicle, detect an object around the vehicle, predict an object trajectory, and generate a trajectory for the vehicle. The secondary system may localize the vehicle, detect an object around the vehicle, predict an object trajectory, and determine a likelihood of a collision of the vehicle with the object. A simulation system may generate simulation scenarios that test aspects of the primary system and the secondary system. Simulation scenarios may include simulated vehicle control data that causes the primary system to generate a driving trajectory and simulated object data that causes the secondary system to determine a collision.

Abstract: The described techniques relate to coordinating and managing faults of systems of a vehicle, such as an autonomous vehicle, to enable the vehicle to respond safely and appropriately to the faults. In examples, a centralized fault monitor system receives faults from different vehicle systems, maps the received faults to associated fault constraints, prioritizes different and shared parameters between the fault constraints, and communicates the constraint parameters to appropriate vehicle systems accordingly.

Abstract: Performance anomalies in autonomous vehicle can be difficult to identify, and the impact of such anomalies on systems within the autonomous vehicle may be difficult to understand. In examples, systems of the autonomous vehicle are modeled as nodes in a probabilistic graphical network. Probabilities of data generated at each of the nodes is determined. The probabilities are used to determine capabilities associated with higher level functions of the autonomous vehicle.

Abstract: Systems and methods are described for performing one or more validity checks on potential trajectories for a device, such as an autonomous vehicle, to navigate. In some examples, a potential trajectory may be validated based on whether it is consistent with a current trajectory the vehicle is navigating such that the potential and current trajectories are not too different, whether the vehicle can feasibly or kinematically navigate to the potential trajectory from a current state, whether the potential trajectory was punctual or received within a time period of a prior trajectory, and/or whether the potential trajectory passes a staleness check, such that it was created within a certain time period. In some examples, determining whether a potential trajectory is feasibly may include updating a set of feasibility limits based on one or more operational characteristics of statuses of subsystems of the vehicle.

Abstract: The present disclosure is directed to performing one or more validity checks on potential trajectories for a device, such as an autonomous vehicle, to navigate. In some examples, a potential trajectory may be validated based on whether it is consistent with a current trajectory the vehicle is navigating such that the potential and current trajectories are not too different, whether the vehicle can feasibly or kinematically navigate to the potential trajectory from a current state, whether the potential trajectory was punctual or received within a time period of a prior trajectory, and/or whether the potential trajectory passes a staleness check, such that it was created within a certain time period. In some examples, determining whether a potential trajectory is feasibly may include updating a set of feasibility limits based on one or more operational characteristics of statuses of subsystems of the vehicle.

Abstract: The present disclosure is directed to performing one or more validity checks on potential trajectories for a device, such as an autonomous vehicle, to navigate. In some examples, a potential trajectory may be validated based on whether it is consistent with a current trajectory the vehicle is navigating such that the potential and current trajectories are not too different, whether the vehicle can feasibly or kinematically navigate to the potential trajectory from a current state, whether the potential trajectory was punctual or received within a time period of a prior trajectory, and/or whether the potential trajectory passes a staleness check, such that it was created within a certain time period. In some examples, determining whether a potential trajectory is feasibly may include updating a set of feasibility limits based on one or more operational characteristics of statuses of subsystems of the vehicle.

Abstract: A method and apparatus for selecting among a plurality of trajectories comprises receiving at least a first and second trajectory, each having an associated level in a trajectory hierarchy, determining whether the first trajectory is viable, determining a present level limit for trajectory selection, and if the first trajectory is viable and its level does not exceed the present level limit, executing the first trajectory. If the first trajectory is not viable or the associated level of the first trajectory exceeds the present level limit, the second trajectory is executed if it is viable and its associated level does not exceed the present level limit. A state variable is set such that when a trajectory lower in a trajectory hierarchy is executed, a trajectory selector waits for a message from a monitor or an operator before returning to the use of higher level trajectories.

Abstract: Methods and systems for controlling the parking brakes of a vehicle are provided. The system comprises a first brake unit; a second brake unit; a third brake unit; a fourth brake unit; a first controller powered by a first power source; a second controller powered by a second power source and communicatively coupled to the first controller via a first and second communication link; and a third controller powered by the first power source and communicatively coupled to the first controller via a third communication link and to the second controller via a fourth communication link, wherein the second controller, based at least in part on a signal received from the first controller, operates the first brake unit and the fourth brake unit, and the third controller, based at least in part on the signal received from the first controller, operates the second brake unit and the third brake unit.

Abstract: A lighting system of a vehicle may include light units and controllers for operating the light units. Each light unit is multifunctional in that the light unit may operate in various modes, which may be invoked at different times under varying circumstances. A light unit on the first end of a vehicle may operate as a headlight if the first end is the front end of the vehicle. On the other hand, the light unit may operate as a tail light if the first end is the rear end of the vehicle. Furthermore, the light unit may operate as a turn signal in either direction or brake light while the first end is the rear end of the vehicle. The light unit includes a lens array positioned to receive light from various light sources. The lighting system may operate in a fashion that allows for lighting redundancy on each end of the vehicle in the event of a lighting controller failure.

Abstract: Autonomous vehicles use accurate and detailed maps for navigation. Expanding functionality of an autonomous vehicle to a new, e.g., unmapped, region can include determining drivable surface segments of the new region and comparing the segments to segments or classes of segments from an already-mapped region. Segments of the new region that are similar to segments from the mapped region can be identified as potentially navigable. An autonomous vehicle can travel through the new region via those segments indicated as navigable. In addition, during travel through the new region, data may be collected using sensors on the autonomous vehicle to map additional portions of the region and/or confirm a driving ability in the new region. Functionality of an autonomous vehicle may be limited based on how similar the segments are to one another.

Abstract: The described techniques relate to coordinating and managing faults of systems of a vehicle, such as an autonomous vehicle, to enable the vehicle to respond safely and appropriately to the faults. In examples, a centralized fault monitor system receives faults from different vehicle systems, maps the received faults to associated fault constraints, prioritizes different and shared parameters between the fault constraints, and communicates the constraint parameters to appropriate vehicle systems accordingly.

Abstract: A lighting system of a vehicle may include light units and controllers for operating the light units. Each light unit is multifunctional in that the light unit may operate in various modes, which may be invoked at different times under varying circumstances. A light unit on the first end of a vehicle may operate as a headlight if the first end is the front end of the vehicle. On the other hand, the light unit may operate as a tail light if the first end is the rear end of the vehicle. Furthermore, the light unit may operate as a turn signal in either direction or brake light while the first end is the rear end of the vehicle. The light unit includes a lens array positioned to receive light from various light sources. The lighting system may operate in a fashion that allows for lighting redundancy on each end of the vehicle in the event of a lighting controller failure.

Abstract: The described techniques relate to coordinating and managing faults of systems of a vehicle, such as an autonomous vehicle, to enable the vehicle to respond safely and appropriately to the faults. In examples, a centralized fault monitor system receives faults from different vehicle systems, maps the received faults to associated fault constraints, prioritizes different and shared parameters between the fault constraints, and communicates the constraint parameters to appropriate vehicle systems accordingly.

Abstract: The described techniques relate to coordinating and managing faults of systems of a vehicle, such as an autonomous vehicle, to enable the vehicle to respond safely and appropriately to the faults. In examples, a centralized fault monitor system receives faults from different vehicle systems, maps the received faults to associated fault constraints, prioritizes different and shared parameters between the fault constraints, and communicates the constraint parameters to appropriate vehicle systems accordingly.

Abstract: The present disclosure is directed to performing one or more validity checks on potential trajectories for a device, such as an autonomous vehicle, to navigate. In some examples, a potential trajectory may be validated based on whether it is consistent with a current trajectory the vehicle is navigating such that the potential and current trajectories are not too different, whether the vehicle can feasibly or kinematically navigate to the potential trajectory from a current state, whether the potential trajectory was punctual or received within a time period of a prior trajectory, and/or whether the potential trajectory passes a staleness check, such that it was created within a certain time period. In some examples, determining whether a potential trajectory is feasibly may include updating a set of feasibility limits based on one or more operational characteristics of statuses of subsystems of the vehicle.

Abstract: The present disclosure is directed to performing one or more validity checks on potential trajectories for a device, such as an autonomous vehicle, to navigate. In some examples, a potential trajectory may be validated based on whether it is consistent with a current trajectory the vehicle is navigating such that the potential and current trajectories are not too different, whether the vehicle can feasibly or kinematically navigate to the potential trajectory from a current state, whether the potential trajectory was punctual or received within a time period of a prior trajectory, and/or whether the potential trajectory passes a staleness check, such that it was created within a certain time period. In some examples, determining whether a potential trajectory is feasibly may include updating a set of feasibility limits based on one or more operational characteristics of statuses of subsystems of the vehicle.