Abstract: A first driving solution for a vehicle along a portion of a route is determined based on an agent detected in the vehicle's environment following a first trajectory of a plurality of possible trajectories. A switching time is determined for the vehicle to deviate from the first driving solution for a situation in which the agent is following a second trajectory of the plurality of possible trajectories. The first driving solution is revised such that the vehicle will be able to switch from the revised first driving solution to another driving solution at the switching time in case if the detected agent is following the second trajectory.

Abstract: The technology relates to planning trajectories for self-driving vehicles in order to transport passengers or cargo from a pickup location to a destination. Trajectory planning includes generating a speed plan for an upcoming portion of the trip in view of one or more constraints. The constraints may be due to proximity to an adjacent vehicle or other road user, and can include projected overlaps between the vehicle and other objects in the vehicle's nearby environment. Certain constraints may be binary or otherwise discontinuous in nature, in which a condition either exists at a given point in time or it does not. Noise in sensor data or prediction models may trigger such binary conditions, which in turn may cause the vehicle to alter the speed plan. Aspects of the technology employ permeable speed constraints that enable the vehicle to avoid problems associated with discontinuous constraints.

Abstract: The technology relates to planning trajectories for self-driving vehicles in order to transport passengers or cargo from a pickup location to a destination. Trajectory planning includes generating a speed plan for an upcoming portion of the trip in view of one or more constraints. The constraints may be due to proximity to an adjacent vehicle or other road user, and can include projected overlaps between the vehicle and other objects in the vehicle's nearby environment. Certain constraints may be binary or otherwise discontinuous in nature, in which a condition either exists at a given point in time or it does not. Noise in sensor data or prediction models may trigger such binary conditions, which in turn may cause the vehicle to alter the speed plan.

Abstract: Aspects of the disclosure relate to identifying and adjusting speed plans for controlling a vehicle in an autonomous driving mode. In one example, an initial speed plan for controlling speed of the vehicle for a first predetermined period of time corresponding to an amount of time along a route of the vehicle is identified. Data identifying an object and characteristics of that object is received from a perception system of the vehicle. A trajectory for the object that will intersect with the route at an intersection point at particular point in time is predicted using the data. A set of constraints is generated based on at least the trajectory. The speed plan is adjusted in order to satisfy the set of constraints for a second predetermined period of time corresponding to the amount of time. The vehicle is maneuvered in the autonomous driving mode according to the adjusted speed plan.

Abstract: A first driving solution for a vehicle along a portion of a route is determined based on an agent detected in the vehicle's environment following a first trajectory of a plurality of possible trajectories. A switching time is determined for the vehicle to deviate from the first driving solution for a situation in which the agent is following a second trajectory of the plurality of possible trajectories. The first driving solution is revised such that the vehicle will be able to switch from the revised first driving solution to another driving solution at the switching time in case if the detected agent is following the second trajectory.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. Geometry for a future trajectory of the first vehicle may be identified, and an initial allowable discomfort value may be identified. Determining a speed profile for the geometry that meets the value may be attempted by determining a discomfort value for the speed profile based on a set of factors relating to at least discomfort of a passenger of the first vehicle and discomfort of a passenger of the second vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. This vehicle may be determined to be a tailgating vehicle. An initial allowable discomfort value representing expected discomfort of an occupant of the first vehicle and expected discomfort of an occupant of the second vehicle may be identified. Determining a speed profile for a future trajectory of the first vehicle that meets the value may be attempted based on a set of factors corresponding to a reaction of the tailgating vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to identifying and adjusting speed plans for controlling a vehicle in an autonomous driving mode. In one example, an initial speed plan for controlling speed of the vehicle for a first predetermined period of time corresponding to an amount of time along a route of the vehicle is identified. Data identifying an object and characteristics of that object is received from a perception system of the vehicle. A trajectory for the object that will intersect with the route at an intersection point at particular point in time is predicted using the data. A set of constraints is generated based on at least the trajectory. The speed plan is adjusted in order to satisfy the set of constraints for a second predetermined period of time corresponding to the amount of time. The vehicle is maneuvered in the autonomous driving mode according to the adjusted speed plan.

Abstract: The technology relates to planning trajectories for self-driving vehicles in order to transport passengers or cargo from a pickup location to a destination. Trajectory planning includes generating a speed plan for an upcoming portion of the trip in view of one or more constraints. The constraints may be due to proximity to an adjacent vehicle or other road user, and can include projected overlaps between the vehicle and other objects in the vehicle's nearby environment. Certain constraints may be binary or otherwise discontinuous in nature, in which a condition either exists at a given point in time or it does not. Noise in sensor data or prediction models may trigger such binary conditions, which in turn may cause the vehicle to alter the speed plan. Aspects of the technology employ permeable speed constraints that enable the vehicle to avoid problems associated with discontinuous constraints.

Abstract: A first driving solution for a vehicle along a portion of a route is determined based on an agent detected in the vehicle's environment following a first trajectory of a plurality of possible trajectories. A switching time is determined for the vehicle to deviate from the first driving solution for a situation in which the agent is following a second trajectory of the plurality of possible trajectories. The first driving solution is revised such that the vehicle will be able to switch from the revised first driving solution to another driving solution at the switching time in case if the detected agent is following the second trajectory.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. This vehicle may be determined to be a tailgating vehicle. An initial allowable discomfort value representing expected discomfort of an occupant of the first vehicle and expected discomfort of an occupant of the second vehicle may be identified. Determining a speed profile for a future trajectory of the first vehicle that meets the value may be attempted based on a set of factors corresponding to a reaction of the tailgating vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. This vehicle may be determined to be a tailgating vehicle. An initial allowable discomfort value representing expected discomfort of an occupant of the first vehicle and expected discomfort of an occupant of the second vehicle may be identified. Determining a speed profile for a future trajectory of the first vehicle that meets the value may be attempted based on a set of factors corresponding to a reaction of the tailgating vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to signaling for turns for a vehicle 100 having an autonomous driving mode. For instance, a trajectory 410 that the vehicle will follow for some period of time into the future may be received. The at least a portion may be processed to identify a turning event, the turning event corresponding to a location where the vehicle plans to turn and for which the vehicle will need to use a turn signal. Whether the trajectory includes a negative turning event 610, 630 located some threshold distance before the turning event may be determined. The negative turning event corresponds to a location along the trajectory where the vehicle could make a turn, but does not plan to make a turn. While the vehicle is operating in the autonomous driving mode, the turn signal of the vehicle may be activated based on the turning event and the determination.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. Geometry for a future trajectory of the first vehicle may be identified, and an initial allowable discomfort value may be identified. Determining a speed profile for the geometry that meets the value may be attempted by determining a discomfort value for the speed profile based on a set of factors relating to at least discomfort of a passenger of the first vehicle and discomfort of a passenger of the second vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. This vehicle may be determined to be a tailgating vehicle. An initial allowable discomfort value representing expected discomfort of an occupant of the first vehicle and expected discomfort of an occupant of the second vehicle may be identified. Determining a speed profile for a future trajectory of the first vehicle that meets the value may be attempted based on a set of factors corresponding to a reaction of the tailgating vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to identifying and adjusting speed plans for controlling a vehicle in an autonomous driving mode. In one example, an initial speed plan for controlling speed of the vehicle for a first predetermined period of time corresponding to an amount of time along a route of the vehicle is identified. Data identifying an object and characteristics of that object is received from a perception system of the vehicle. A trajectory for the object that will intersect with the route at an intersection point at particular point in time is predicted using the data. A set of constraints is generated based on at least the trajectory. The speed plan is adjusted in order to satisfy the set of constraints for a second predetermined period of time corresponding to the amount of time. The vehicle is maneuvered in the autonomous driving mode according to the adjusted speed plan.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. Geometry for a future trajectory of the first vehicle may be identified, and an initial allowable discomfort value may be identified. Determining a speed profile for the geometry that meets the value may be attempted by determining a discomfort value for the speed profile based on a set of factors relating to at least discomfort of a passenger of the first vehicle and discomfort of a passenger of the second vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: Aspects of the disclosure relate to controlling a first vehicle in an autonomous driving mode. While doing so, a second vehicle may be identified. Geometry for a future trajectory of the first vehicle may be identified, and an initial allowable discomfort value may be identified. Determining a speed profile for the geometry that meets the value may be attempted by determining a discomfort value for the speed profile based on a set of factors relating to at least discomfort of a passenger of the first vehicle and discomfort of a passenger of the second vehicle. When a speed profile that meets the value cannot be determined, the value may be adjusted until a speed profile that meets the value is determined. The speed profile that meets an adjusted value is used to control the first vehicle in the autonomous driving mode.

Abstract: A platform executing on a computer system identifies a capability to be used by an application based on an application descriptor for the application and determines a component that provides the capability based on a component descriptor of the component. The platform identifies an additional capability to be used by the component based on the component descriptor and determines an additional component that provides the additional capability. The platform determines that the application descriptor further specifies that the application will use the additional capability provided by the additional component and determines that a single instance of the additional component will provide the additional capability to both the application and the component. The platform then groups the application, component, and additional component for deployment based on constraints associated with the application, component, and additional component.

Abstract: A platform executing on a computer system identifies a capability to be used by an application based on an application descriptor for the application and determines a component that provides the capability based on a component descriptor of the component. The platform identifies an additional capability to be used by the component based on the component descriptor and determines an additional component that provides the additional capability. The platform determines that the application descriptor further specifies that the application will use the additional capability provided by the additional component and determines that a single instance of the additional component will provide the additional capability to both the application and the component. The platform then groups the application, component, and additional component for deployment based on constraints associated with the application, component, and additional component.