Abstract: In various examples, a current claimed set of points representative of a volume in an environment occupied by a vehicle at a time may be determined. A vehicle-occupied trajectory and at least one object-occupied trajectory may be generated at the time. An intersection between the vehicle-occupied trajectory and an object-occupied trajectory may be determined based at least in part on comparing the vehicle-occupied trajectory to the object-occupied trajectory. Based on the intersection, the vehicle may then execute the first safety procedure or an alternative procedure that, when implemented by the vehicle when the object implements the second safety procedure, is determined to have a lesser likelihood of incurring a collision between the vehicle and the object than the first safety procedure.

Abstract: An anechoic chamber and a construction method thereof are provided, the anechoic chamber includes a top surface, being a polygon; trapezoid surfaces, corresponding to edges of top surface, upper edge lengths of trapezoid surface being equal to edge lengths of top surface, trapezoid surfaces being connected to edges of top surface through the upper edges, the trapezoid surfaces being sequentially connected along a circumferential direction of top surface, and being at angle to the top surface; rectangular surfaces, corresponding to the trapezoid surfaces, upper edge lengths of rectangular surface being equal to lower edge lengths of trapezoid surface, rectangular surfaces being connected to the trapezoid surfaces through the upper edges, the rectangular surfaces being sequentially connected along a circumferential direction of the lower edges of trapezoid surfaces, and being perpendicular to the top surface; and an absorbing material, disposed on the top surface, the trapezoid surfaces and the rectangular surf

Abstract: In various examples, sensor data may be collected using one or more sensors of an ego-vehicle to generate a representation of an environment surrounding the ego-vehicle. The representation may include lanes of the roadway and object locations within the lanes. The representation of the environment may be provided as input to a longitudinal speed profile identifier, which may project a plurality of longitudinal speed profile candidates onto a target lane. Each of the plurality of longitudinal speed profiles candidates may be evaluated one or more times based on one or more sets of criteria. Using scores from the evaluation, a target gap and a particular longitudinal speed profile from the longitudinal speed profile candidates may be selected. Once the longitudinal speed profile for a target gap has been determined, the system may execute a lane change maneuver according to the longitudinal speed profile.

Abstract: In various examples, a yield scenario may be identified for a first vehicle. A wait element is received that encodes a first path for the first vehicle to traverse a yield area and a second path for a second vehicle to traverse the yield area. The first path is employed to determine a first trajectory in the yield area for the first vehicle based at least on a first location of the first vehicle at a time and the second path is employed to determine a second trajectory in the yield area for the second vehicle based at least on a second location of the second vehicle at the time. To operate the first vehicle in accordance with a wait state, it may be determined whether there is a conflict between the first trajectory and the second trajectory, where the wait state defines a yielding behavior for the first vehicle.

Abstract: A specific absorption rate detection assembly, an SAR detection method, and an electronic device are provided. The SAR detection assembly includes a sensing branch, a detection branch, an SAR sensor, and a compensation branch. The sensing branch is configured to sense a capacitive signal. The detection branch is configured to generate a first noise signal by sensing ambient noise. The capacitive signal and the first noise signal are transmitted to the SAR sensor by the detection branch. A first end of the compensation branch is connected to a reference power-supply terminal. The compensation branch is configured to generate a second noise signal by sensing ambient noise and transmit the second noise signal to the SAR sensor. The second noise signal is used to simulate the first noise signal to compensate, through the second noise signal, the capacitive signal and the first noise signal transmitted to the SAR sensor.

Abstract: Provided are an electronic device, a control method thereof, and a non-transitory computer-readable storage medium. The electronic device includes: a first antenna radiator, a sensing body, a specific absorption rate (SAR) sensor and a controller. A path capable of transporting a direct current is provided between the first antenna radiator and at least one of a grounding terminal and a feeding terminal. The sensing body is configured to generate a capacitance signal by sensing a distance between a user and the sensing body. The SAR sensor is connected with the sensing body, and the SAR sensor is configured to receive the capacitance signal. The controller is connected with the SAR sensor, and the controller is configured to control, according to the capacitance signal, a transmit power of the first antenna radiator.

Abstract: In various examples, techniques for using future trajectory predictions for adaptive cruise control (ACC) are described. For instance, a vehicle may determine a future path(s) of the vehicle and a future path(s) of an object(s). The vehicle may then use a speed profile(s) and the future path(s) to determine a trajectory(ies) for the vehicle. The vehicle may then select a trajectory, such as based on the future path(s) of the object(s). Based on the trajectory, ACC of the vehicle may cause the vehicle to navigate at a speed or a velocity. This way, the vehicle is able to continue using ACC even when the driver makes a maneuver(s) or the system determined to make a maneuver, such as switching lanes or choosing a lane when a road splits.

Abstract: To determine a path through a pose configuration space, trajectories of poses may be evaluated in parallel based at least on translating the trajectories along at least one axis of the pose configuration space (e.g., an orientation axis). A trajectory may include at least a portion of a turn having a fixed turn radius. Turns or turn portions that have the same turn radius and initial orientation can be translatively shifted along and processed in parallel along the orientation axis as they are translated copies of each other, but with different starting points. Trajectories may be evaluated based at least on processing variables used to evaluate reachability as bit vectors with threads effectively performing large vector operations in synchronization. A parallel reduction pattern may be used to account for dependencies that may exist between sections of a trajectory for evaluating reachability, allowing for the sections to be processed in parallel.

Abstract: In various examples, sensor data may be collected using one or more sensors of an ego-vehicle to generate a representation of an environment surrounding the ego-vehicle. The representation may include lanes of the roadway and object locations within the lanes. The representation of the environment may be provided as input to a longitudinal speed profile identifier, which may project a plurality of longitudinal speed profile candidates onto a target lane. Each of the plurality of longitudinal speed profiles candidates may be evaluated one or more times based on one or more sets of criteria. Using scores from the evaluation, a target gap and a particular longitudinal speed profile from the longitudinal speed profile candidates may be selected. Once the longitudinal speed profile for a target gap has been determined, the system may execute a lane change maneuver according to the longitudinal speed profile.

Abstract: To determine a path through a pose configuration space, trajectories of poses may be evaluated in parallel based at least on translating the trajectories along at least one axis of the pose configuration space (e.g., an orientation axis). A trajectory may include at least a portion of a turn having a fixed turn radius. Turns or turn portions that have the same turn radius and initial orientation can be translatively shifted along and processed in parallel along the orientation axis as they are translated copies of each other, but with different starting points. Trajectories may be evaluated based at least on processing variables used to evaluate reachability as bit vectors with threads effectively performing large vector operations in synchronization. A parallel reduction pattern may be used to account for dependencies that may exist between sections of a trajectory for evaluating reachability, allowing for the sections to be processed in parallel.

Abstract: Systems and methods allow for incident data collection and management system based on unmanned aerial vehicles (UAVs), that is, drones to help accelerate the data collection and analytics, information dissemination, and decision support at incident sites. The system architecture may include onsite, server, and offline components including flight planning subsystem, flight execution and mission control subsystem, information dissemination subsystem to travelers and traveler information services, the interface with traffic management center, and the data analytic, visualization, and training subsystems. Other embodiments include the video-based 3D incident site reconstruction methods, site positioning and scaling methods with pre-collected static background infrastructure data, data management and user charging methods, and training methods with the generated 3D model.

Abstract: In various examples, a lane planner for generating lane planner output data based on a state and probabilistic action space is provided. A driving system—that operates based on a hierarchical drive planning framework—includes the lane planner and other planning and control components. The lane planner processes lane planner input data (e.g., large lane graph, source node, target node) to generate lane planner output data (e.g., expected time rewards). The driving system can also include a route planner (e.g., a first planning layer) that operates to provide the lane planner input data to the lane planner. The lane planner operates as second planning layer that processes the lane planner input data based at least in part on a state and probabilistic action space of the large lane graph and calculates a time cost associated with navigating from a source node to a target node in the large lane graph.

Abstract: In various examples, a current claimed set of points representative of a volume in an environment occupied by a vehicle at a time may be determined. A vehicle-occupied trajectory and at least one object-occupied trajectory may be generated at the time. An intersection between the vehicle-occupied trajectory and an object-occupied trajectory may be determined based at least in part on comparing the vehicle-occupied trajectory to the object-occupied trajectory. Based on the intersection, the vehicle may then execute the first safety procedure or an alternative procedure that, when implemented by the vehicle when the object implements the second safety procedure, is determined to have a lesser likelihood of incurring a collision between the vehicle and the object than the first safety procedure.

Abstract: In various examples, a current claimed set of points representative of a volume in an environment occupied by a vehicle at a time may be determined. A vehicle-occupied trajectory and at least one object-occupied trajectory may be generated at the time. An intersection between the vehicle-occupied trajectory and an object-occupied trajectory may be determined based at least in part on comparing the vehicle-occupied trajectory to the object-occupied trajectory. Based on the intersection, the vehicle may then execute the first safety procedure or an alternative procedure that, when implemented by the vehicle when the object implements the second safety procedure, is determined to have a lesser likelihood of incurring a collision between the vehicle and the object than the first safety procedure.

Abstract: In various examples, a yield scenario may be identified for a first vehicle. A wait element is received that encodes a first path for the first vehicle to traverse a yield area and a second path for a second vehicle to traverse the yield area. The first path is employed to determine a first trajectory in the yield area for the first vehicle based at least on a first location of the first vehicle at a time and the second path is employed to determine a second trajectory in the yield area for the second vehicle based at least on a second location of the second vehicle at the time. To operate the first vehicle in accordance with a wait state, it may be determined whether there is a conflict between the first trajectory and the second trajectory, where the wait state defines a yielding behavior for the first vehicle.

Abstract: To determine a path through a pose configuration space, trajectories of poses may be evaluated in parallel based at least on translating the trajectories along at least one axis of the pose configuration space (e.g., an orientation axis). A trajectory may include at least a portion of a turn having a fixed turn radius. Turns or turn portions that have the same turn radius and initial orientation can be translatively shifted along and processed in parallel along the orientation axis as they are translated copies of each other, but with different starting points. Trajectories may be evaluated based at least on processing variables used to evaluate reachability as bit vectors with threads effectively performing large vector operations in synchronization. A parallel reduction pattern may be used to account for dependencies that may exist between sections of a trajectory for evaluating reachability, allowing for the sections to be processed in parallel.

Abstract: Method and device for executing time critical processing in a non-real-time operating system. The method includes capturing a message by a packet capturing tool; analyzing whether the message is a sample value message associated with the time critical processing, and when the message is a sample value message associated with the time critical processing, writing a data unit included in the sample value message into a first buffer; preprocessing the data unit, the preprocessing includes arranging and combining bytes of the data unit so that the bytes indicate sample value is located at specific position; writing the preprocessed data unit from the first buffer into a second buffer and triggering a real-time dedicated thread at the same time, in response to the preprocessed data unit in the first buffer reaching the predetermined number; and executing the time critical processing by reading the preprocessed data unit from the second buffer.

Abstract: In various examples, systems and methods are disclosed for weighting one or more optional paths based on obstacle avoidance or other safety considerations. In some embodiments, the obstacle avoidance considerations may be computed using a comparison of trajectories representative of safety procedures at present and future projected time steps of an ego-vehicle and other actors to ensure that each actor is capable of implementing their respective safety procedure while avoiding collisions at any point along the trajectory. This comparison may include filtering out a path(s) of an actor at a time step(s)—e.g., using a one-dimensional lookup—based on spatial relationships between the actor and the ego-vehicle at the time step(s). Where a particular path—or point along the path—does not satisfy a collision-free standard, the path may be penalized more negatively with respect to the obstacle avoidance considerations, or may be removed from consideration as a potential path.

Abstract: In various examples, a current claimed set of points representative of a volume in an environment occupied by a vehicle at a time may be determined. A vehicle-occupied trajectory and at least one object-occupied trajectory may be generated at the time. An intersection between the vehicle-occupied trajectory and an object-occupied trajectory may be determined based at least in part on comparing the vehicle-occupied trajectory to the object-occupied trajectory. Based on the intersection, the vehicle may then execute the first safety procedure or an alternative procedure that, when implemented by the vehicle when the object implements the second safety procedure, is determined to have a lesser likelihood of incurring a collision between the vehicle and the object than the first safety procedure.