Abstract: Techniques are described herein for generating trajectories for autonomous vehicles using velocity-based steering limits. A planning component of an autonomous vehicle can receive steering limits determined based on safety requirements and/or kinematic models of the vehicle. Discontinuous and discrete steering limit values may be converted into a continuous steering limit function for use during on-vehicle trajectory generation and/or optimization operations. When the vehicle is traversing a driving environment, the planning component may use steering limit functions to determine a set of situation-specific steering limits associated with the particular vehicle state and/or driving conditions. The planning component may execute loss functions, including steering angle and/or steering rate costs, to determine a vehicle trajectory based on the steering limits applicable to the current vehicle state.

Abstract: Techniques are described herein for generating trajectories for autonomous vehicles using velocity-based steering limits. A planning component of an autonomous vehicle can receive steering limits determined based on safety requirements and/or kinematic models of the vehicle. Discontinuous and discrete steering limit values may be converted into a continuous steering limit function for use during on-vehicle trajectory generation and/or optimization operations. When the vehicle is traversing a driving environment, the planning component may use steering limit functions to determine a set of situation-specific steering limits associated with the particular vehicle state and/or driving conditions. The planning component may execute loss functions, including steering angle and/or steering rate costs, to determine a vehicle trajectory based on the steering limits applicable to the current vehicle state.

Abstract: A passenger may be rather vulnerable to safety risks during pickup and/or drop-off of a passenger by a vehicle. To mitigate or eliminate such risk, the vehicle may determine an endpoint for a vehicle route to pickup or drop-off a passenger at a location. The vehicle may determine an estimated path between the endpoint and the location and may determine a safety confidence score by a machine-learned model for the estimated path and/or may predict a trajectory of a detected object to ascertain whether the estimated path is safe. The vehicle may execute any of a number of different mitigation actions to reduce or eliminate a safety risk if one is detected.

Abstract: Techniques for requesting remote assistance from a vehicle are discussed. The techniques include receiving, from a remote computing device, coordinates of a footprint in which the vehicle is capable of stopping. The techniques further include receiving, from the remote computing device, a target orientation associated with the footprint. The techniques may determine a path to the footprint based to achieve target orientation associated with the footprint.

Abstract: Techniques for providing remote assistance to a vehicle are discussed. The techniques include receiving, from a vehicle, an indication of an event and displaying, on a display and to a user, a portion of an environment including the vehicle. The techniques further determine a valid region in the portion of the environment associated with a location at which the vehicle is capable of navigating. The techniques also display, on the display a footprint of the vehicle, where the footprint is associated with a position and orientation. The techniques further include transmitting the position and orientation of the footprint to the vehicle, which causes the vehicle to traverse in the environment to the position and orientation.

Abstract: Techniques and methods for identifying parking zones. For instance, a vehicle may identify a parking zone located near a destination location for the vehicle. The vehicle may then generate one or more lines representing the parking zone. Additionally, the vehicle may generate polygons representing objects located proximate to the parking zone. The vehicle may then determine whether the one or more lines intersect with one or more of the polygons. If the vehicle determines that the one or more lines intersect with one or more of the polygons, then the vehicle may identify one or more first portions of the parking zone that are occupied by one or more objects and as such, unavailable. Using the one or more first portions, the vehicle may identify one or more second portions of the parking zone that are not occupied by objects and as such, available.

Abstract: Techniques for controlling a vehicle on and off a route structure in an environment are discussed herein. A vehicle computing system controls the vehicle along a route based on a route-based reference system. The vehicle computing system may determine to operate off the route, such as to operate in reverse, park, etc. The vehicle computing system may modify vehicle operations to an inertial-based reference system to navigate to a location off the route. The vehicle computing system may determine a vehicle trajectory to the location off the route based on a reference trajectory between a location on the route and the location off the route and a corridor associated therewith. The vehicle computing system may transition between the route-based reference system and the inertial-based reference system, based on a determination to operate on or off the route.

Abstract: Techniques for controlling a vehicle on and off a route structure in an environment are discussed herein. A vehicle computing system controls the vehicle along a route based on a route-based reference system. The vehicle computing system may determine to operate off the route, such as to operate in reverse, park, etc. The vehicle computing system may modify vehicle operations to an inertial-based reference system to navigate to a location off the route. The vehicle computing system may determine a vehicle trajectory to the location off the route based on a reference trajectory between a location on the route and the location off the route and a corridor associated therewith. The vehicle computing system may transition between the route-based reference system and the inertial-based reference system, based on a determination to operate on or off the route.

Abstract: Techniques for determining a location for a vehicle to join a route structure are discussed herein. A vehicle computing system may operate the vehicle off the route structure according to an inertial-based reference frame. The vehicle computing system may determine a lateral distance of the vehicle to a route of the route structure and an angular difference between a heading of the vehicle and a direction of travel associated with the route. The vehicle computing system may determine a location to rejoin the route based on the lateral distance and the angular difference. In some examples, the vehicle computing system may determine the location based on a sigmoid function. The vehicle computing system may determine a vehicle trajectory to the location and may control the vehicle to the route based on the vehicle trajectory and the inertial-based reference frame.

Abstract: Techniques and methods for identifying parking zones. For instance, a vehicle may identify a parking zone located near a destination location for the vehicle. The vehicle may then generate one or more lines representing the parking zone. Additionally, the vehicle may generate polygons representing objects located proximate to the parking zone. The vehicle may then determine whether the one or more lines intersect with one or more of the polygons. If the vehicle determines that the one or more lines intersect with one or more of the polygons, then the vehicle may identify one or more first portions of the parking zone that are occupied by one or more objects and as such, unavailable. Using the one or more first portions, the vehicle may identify one or more second portions of the parking zone that are not occupied by objects and as such, available.