Abstract: Techniques for clustering sensor data are discussed herein. Sensors of a vehicle may detect data points in an environment. Clustering techniques can be used in a vehicle safety system to determine connection information between the data points. Further, the machine learned model can be trained to output motion data representing velocity data or a cluster association score. The connection information and/or motion data can be used by a vehicle computing device to detect objects in an environment and/or to control operation of a vehicle.

Abstract: Techniques for determining a safety area for a vehicle are discussed herein. In some cases, a first safety area can be based on a vehicle travelling through an environment and a second safety area can be based on a steering control or a velocity of the vehicle. A width of the safety areas can be updated based on a position of a bounding box associated with the vehicle. The position can be based on the vehicle traversing along a trajectory. Sensor data can be filtered based on the sensor data falling within the safety area(s).

Abstract: Techniques for estimating a ground profile, including a ground height (e.g., elevation) and ground roll, for an environment associated with a vehicle are described herein. Sensor data associated with a vehicle may be used to determine sensor data points associated with a path of the vehicle. Based on an upper bound slope and lower bound slope, such as a maximum and/or minimum rate of ground roll change, a region (e.g., search window) may be determined. Based on the region, a subset of sensor data points included in the region may be determined. The subset of sensor data points may be used to determine a representative height and representative roll. In some instances, the representative height and representative roll may be determined using a Hough transform and the subset of sensor data points. A ground profile may be determined based on the representative height and representative roll.

Abstract: Inaccurate sensor data, such as by caused by reflections, may skew ground profile estimations that identify a profile or plane associated with a surface, such as a roadway. Correcting a ground profile that was based on inaccurate sensor data may include determining a location at which a slope of the ground profile meets or exceeds a maximum slope, determining a line associated with the location and having a slope of a magnitude equal to the maximum slope, and using the line to determine a subset of sensor data points that lies outside a region defined by the line. The subset of sensor data points that lies outside the region may be excluded from the set of sensor data points used to generate ground profile(s) and a new ground profile may be determined using the set of sensor data points, less the subset of sensor data points.

Abstract: Techniques for estimating a ground profile for an environment associated with a vehicle are described herein. Sensor data associated with a vehicle may be used to determine sensor data points associated with a path of the vehicle. Using a first metric and a second metric, such as a maximum slope and minimum slope based on the position of the vehicle and/or a previously-determined ground point, a region (e.g., search window) may be determined, and based on the region, a subset of sensor data points included in the region. The subset of sensor data points may be used to determine a ground point. In some instances, the ground point may be determined based on an average height of the sensor data points. A ground profile may be determined that at least partially includes the ground point.

Abstract: Systems and techniques for determining a trajectory for use in controlling a vehicle are described. A trajectory determination system may generate a variety of trajectories for potential use in controlling a vehicle, including a maximum braking trajectory that enables the maximum application of the vehicle's brakes. A vehicle computing system may determine a distance between vehicle and an obstacle and stopping distances for the various trajectories and implement the maximum braking trajectory after determining that the distance to stop for that trajectory is the same as, but not substantially greater than, the distance between the vehicle and the obstacle.

Abstract: Techniques for determining a safety area for a vehicle are discussed herein. In some cases, a first safety area can be based on a vehicle travelling through an environment and a second safety area can be based on a steering control or a velocity of the vehicle. A width of the safety areas can be updated based on a position of a bounding box associated with the vehicle. The position can be based on the vehicle traversing along a trajectory. Sensor data can be filtered based on the sensor data falling within the safety area(s).

Abstract: A collision avoidance system may validate, reject, or replace a trajectory generated to control a vehicle. The collision avoidance system may comprise a secondary perception component that may receive sensor data, receive and/or determine a corridor associated with operation of a vehicle, classify a portion of the sensor data associated with the corridor as either ground or an object, determine a position and/or velocity of at least the nearest object, determine a threshold distance associated with the vehicle, and control the vehicle based at least in part on the position and/or velocity of the nearest object and the threshold distance.

Abstract: Techniques for determining a safety area for a vehicle are discussed herein. In some cases, a first safety area can be based on a vehicle travelling through an environment and a second safety area can be based on a steering control or a velocity of the vehicle. A width of the safety areas can be updated based on a position of a bounding box associated with the vehicle. The position can be based on the vehicle traversing along a trajectory. Sensor data can be filtered based on the sensor data falling within the safety area(s).

Abstract: Techniques for determining a safety area for a vehicle are discussed herein. In some cases, a first safety area can be based on a vehicle travelling through an environment and a second safety area can be based on a steering control or a velocity of the vehicle. A width of the safety areas can be updated based on a position of a bounding box associated with the vehicle. The position can be based on the vehicle traversing along a trajectory. Sensor data can be filtered based on the sensor data falling within the safety area(s).

Abstract: Classifying sensor data as being associated with ground (as opposed to an object) may comprise determining a number of channels of sensor data that have returns in them, setting a number of control points and a number of knots of a curve based at least in part on the number of channels that have returns, and fitting a curve having the number of control points and the number of knots to the sensor data. The curve may be used to distinguish sensor data associated with the ground from sensor data associated with an object. Determining the curve may additionally or alternatively include limiting an elevation value of a control point and/or knot based on elevation value(s) of the sensor data, weighting the sensor data based at least in part on elevation values associated with the sensor data, and/or adjusting knot spacing, et alia.

Abstract: Classifying sensor data as being associated with ground (as opposed to an object) may comprise determining a number of channels of sensor data that have returns in them, setting a number of control points and a number of knots of a curve based at least in part on the number of channels that have returns, and fitting a curve having the number of control points and the number of knots to the sensor data. The curve may be used to distinguish sensor data associated with the ground from sensor data associated with an object. Determining the curve may additionally or alternatively include limiting an elevation value of a control point and/or knot based on elevation value(s) of the sensor data, weighting the sensor data based at least in part on elevation values associated with the sensor data, and/or adjusting knot spacing, et alia.

Abstract: A collision avoidance system may validate, reject, or replace a trajectory generated to control a vehicle. The collision avoidance system may comprise a secondary perception component that may receive sensor data, receive and/or determine a corridor associated with operation of a vehicle, classify a portion of the sensor data associated with the corridor as either ground or an object, determine a position and/or velocity of at least the nearest object, determine a threshold distance associated with the vehicle, and control the vehicle based at least in part on the position and/or velocity of the nearest object and the threshold distance.