Abstract: A spare tire mounted, swing way bike rack is provided having a upper receiver attachment and a lower receiver attachment are supported on upper and lower adjustment bars, respectively, and are a similar standard size as otherwise conventional hitch receives. Both secondary mounting points allow aftermarket accessories of those design to affix to a conventionally sized hitch receiver to be attached thereto in a manner that allows those attachment to swing with the vehicles rear door.

Abstract: A rain and temperature sensing module including a housing having a cover plate formed of a transparent material, a printed circuit board disposed within the housing and having a light emitter, a light receiver, and a temperature sensing element disposed thereon, a transparent compound disposed within the housing and covering the light emitter, the light receiver, and the temperature sensing element, the transparent compound filling a space between the printed circuit board and the cover plate, wherein the transparent compound has a refractive index that is substantially equal to a refractive index of the cover plate, and wherein the transparent compound provides a thermally conductive medium between the cover plate and the temperature sensing element.

Abstract: A mobile unit that includes a compressed gas canister, a brake hose coupled to the compressed gas canister, a radar, and a processor and a storage device. The storage device stores instructions that are operable, when executed by the processor, to cause the processor to perform operations of obtaining radar data from the radar, determining, based on the radar data, a distance of the mobile unit to an object, determining that the distance of the mobile unit to the object satisfies a braking criteria, and based on determining that the distance of the mobile unit to the object satisfies the braking criteria, releasing gas from the compressed gas canister through the brake hose coupled to the compressed gas canister and into the brake pipe of a train car.

Abstract: The disclosure provides an anti-lock brake device including an oil pressure tank, a valve, and a movable component. The oil pressure tank has an accommodation space, an oil inlet channel, and an oil outlet channel connected to the accommodation space. The valve is slidably located in the oil inlet channel and for sealing or opening an oil inlet of the oil inlet channel. The movable component is located in the accommodation space and has a connecting channel corresponding to the oil inlet and an oil outlet of the oil outlet channel. When the movable component is slid to a depressurized position, the movable component is moved away from the valve for sealing the oil inlet, a first volume is produced between the connecting channel and the oil inlet, and a second volume, smaller than the first volume, is removed from between the connecting channel and the oil outlet.

Abstract: In some examples, a cooling system includes a brake assembly defining a plurality of cooling channels. The brake assembly is configured to be positioned within a wheel cavity of a wheel. The cooling system includes a distributor configured to receive a flow of cooling fluid and supply the cooling fluid to the plurality of cooling channels. One or more cooling channels are configured to receive the cooling fluid and discharge the cooling fluid into the wheel cavity of the wheel. The cooling system may include a fan configured to provide the cooling fluid to the distributor.

Abstract: Method and system may be configured to determine a stationary time period during which a vehicle has remained stationary. The method and system may be further configured to enable a parked function of the vehicle in response to determining that the stationary time period exceeds a designated threshold. While the parked function is enabled, the vehicle applies a braking effort to the vehicle in response to detecting movement of the vehicle.

Abstract: A computer includes a processor and a memory, the memory including instructions executable by the processor to predict a collision time between a corner point of a host vehicle and a target vehicle, predict a reach time for the corner point of the host vehicle to reach the target vehicle based on a predicted relative heading angle between the host vehicle and the target vehicle, and determine a threat number based on the lower of the collision time and the reach time.

Abstract: A vehicle brake system is disclosed for dynamic braking of a vehicle based on wheel speeds, including a first wheel speed sensor, a second wheel speed sensor, a main controller for calculating a first wheel speed of each wheel by a signal received from the first wheel speed sensor to generate a first wheel speed signal and to perform dynamic braking control based on the first wheel speed signal, an auxiliary controller for calculating a second wheel speed of each wheel by a signal received from the second wheel speed sensor to generate a second wheel speed signal, and digital signal transfer lines for transceiving a normal signal or abnormality signal between the main and auxiliary controllers.

Abstract: A vehicle brake system and method for increasing the brake pressure in a first wheel brake cylinder and for limiting the brake pressure in a second wheel brake cylinder of a vehicle brake system. The method includes increasing a first brake pressure in the first wheel brake cylinder by controlling/holding a wheel inlet valve in its open state and controlling/holding a first wheel outlet valve in its closed state, and limiting an increase of a second brake pressure in the second wheel brake cylinder during the transfer of brake fluid into the first wheel brake cylinder by controlling/holding a second wheel inlet valve in its closed state and controlling a second wheel outlet valve into its open state. The second wheel outlet valve is controlled with a pulse width-modulated signal so that during the transfer of brake fluid, the second wheel outlet valve is permanently in its open state.

Abstract: Excess fuel consumption monitor and feedback systems for vehicles include sensor arrays of two primary types including those sensors deployed as part of a vehicle manufacturer established sensor suite and sensors deployed as after-market sensors. Together, these sensor suites include sensors coupled to vehicle subsystems and operating environments associated with the vehicle. Data from these sensors may be used as parametric inputs to drive algorithmic calculations which have outputs that express excess fuel consumption. Expressions of excess fuel consumption may be made instantaneously as real-time feedback to a vehicle operator/driver and/or a fleet manager as part of a summary report.

Abstract: A control device includes a motor control unit that controls an electric motor, a shift control unit that controls a shift by wire system of a movable body, and a torque detection unit that detects torque applied to a power transmission mechanism. The shift control unit drives an actuator unit so that the power transmission mechanism locked by a lock mechanism is unlocked, based on a change of a shift range of the shift by wire system from a parking range to a non-parking range. The motor control unit controls output of the electric motor depending on detected torque of the torque detection unit, based on the change of the shift range of the shift by wire system from the parking range to the non-parking range.

Abstract: A method for controlling driving force of a vehicle includes determining a natural frequency of vehicle suspension pitch motion according to characteristics of a suspension device of the vehicle, providing a filter configured for removing or passing a natural frequency component of the vehicle suspension pitch motion to a control unit of the vehicle, determining, by the control unit, a required driving force command based on vehicle driving information collected during vehicle driving, determining, by the control unit, a final front wheel driving force command and a final rear wheel driving force command through a filtering process using the filter from the determined required driving force command, and controlling, by the control unit, a driving force applied to a front wheel and a rear wheel of the vehicle by a driving device for driving the vehicle according to the determined final front wheel driving force command and the determined final rear wheel driving force command.

Abstract: Systems and methods for providing load shedding in a vehicle are provided. Particularly, the vehicle may be an electric vehicle and the loads that are shed may be HVAC or refrigeration loads. The load shedding methods and systems may include a predictive model of energy consumption, determining a predicted energy consumption and comparing it to a stored energy at the vehicle. If the predicted energy consumption exceeds the stored energy, load shedding operations may be performed at a transport climate control system, such as adjusting a set point, adjusting an operating mode of the transport climate control system, increasing a dead band of a compressor of the transport climate control system, utilizing free cooling such as ambient air to provide climate control in the vehicle, or increasing cooling provided by the transport climate control system to an energy storage of the vehicle.

Abstract: A method for performing rotational speed synchronisation of a first transmission component having a first initial rotational speed with a second transmission component having a second initial rotational speed, so that they rotate with the same final rotational speed during a gear switch from an initial driving gear to a final driving gear in a stepped gear transmission for a hybrid electric or electric drive train having an electric traction motor. The method including calculating a total frictional work resulting from performing the total rotational speed synchronisation by means of a mechanical synchroniser of the stepped gear transmission only, and if the calculated total frictional work exceeds a maximal frictional work of the mechanical synchroniser, performing the rotational speed synchronisation by means of both the electric traction motor and the mechanical synchroniser.

Abstract: The vehicle control device includes an arbitration unit configured to arbitrate between a plurality of control commands acquired from a plurality of driving support applications that respectively implements driving support functions, configured to output instructions based on a control command after arbitration to a first control unit that is able to control a steering actuator and a second control unit that is able to control at least one of a brake actuator or a drive actuator, and configured to acquire a steering angle and a yaw rate as the control commands from the driving support applications.

Abstract: A vehicular trailer sway management system includes at least one rearward-sensing radar sensor disposed at a vehicle and an electronic control unit (ECU). Radar data captured by the at least one rearward-sensing radar sensor is provided to the ECU. With a trailer hitched to the vehicle, the trailer sway management system, via processing at the ECU of the provided captured radar data, determines oblique angles of the trailer relative to the vehicle. As the vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the vehicle, the trailer sway management system determines sway of the trailer relative to the vehicle. Responsive to the determined sway of the trailer relative to the vehicle, the trailer sway management system at least in part controls operation of the vehicle to manage sway of the trailer relative to the vehicle.

Abstract: Provided is a parking assist apparatus for a vehicle, the parking assist apparatus including a first module configured to set, as a movement path, a path along which the vehicle is movable to a target position, and determine movement assist information for moving the vehicle along the movement path; and a second module configured to execute parking assist control such that the vehicle moves in accordance with the determined movement assist information, the second module being further configured to, when an occupant performs a first operation before the vehicle has reached the target position, stop the vehicle, and execute pause processing for maintaining the movement assist information.

Abstract: A computer includes a processor and a memory storing instructions executable by the processor to actuate movement of a vehicle at a first speed, identify a potentially available parking space in a vehicle direction of travel based on data received from at least one camera, then reduce a speed of the vehicle to a second speed that is less than the first speed while receiving data from at least one proximity sensor about the parking space, and actuate movement of the vehicle to a parking position in the parking space upon determining that the parking space is available based on the data from the at least one proximity sensor.

Abstract: Aspects of the disclosure provide for controlling an autonomous vehicle to enter a driveway. As an example, an instruction to pickup or drop off a passenger at a location may be received. It may be determined that the vehicle is arriving in a lane on an opposite side of a street as the location, the lane having a traffic direction opposite to a traffic direction of a lane adjacent to the location. A difficulty score to maneuver the vehicle to the lane adjacent to the location may be determined, and the difficulty score may be compared to a predetermined difficulty score. Based on the comparison, it may be determined to an available driveway on the same side of the street as the location. The vehicle may be controlled to enter the available driveway.

Abstract: A plurality of different reference images for specifying a target parking space is preliminarily stored. The different reference images are generated by using an imaging device that captures an image around a subject vehicle. After that, when the subject vehicle is parked in the target parking space, the current image captured around the subject vehicle is verified with at least one reference image of the plurality of different reference images to recognize the target parking space, and the travel operation of the subject vehicle to the target parking space is autonomously controlled based on positional information of the recognized target parking space.

Abstract: An obstacle-avoidance method includes detecting an obstacle in a vicinity of a motor vehicle and planning an obstacle-avoidance path for avoiding the obstacle; and commanding steering and differential braking systems to handle the avoidance path.

Abstract: A system for avoiding blind spot using accident history information, includes an image sensor configured to provide image information by acquiring a surrounding image of a host vehicle, and a vehicle controller. The vehicle controller is configured to detect, through the image sensor, an adjacent vehicle traveling adjacent to the host vehicle and a license plate of the adjacent vehicle; determine a dangerous level of the blind spot of the adjacent vehicle, based on accident history information of the adjacent vehicle and driver tendency information of a driver of the adjacent vehicle obtained by inquiring about the license plate of the adjacent vehicle, after determining a blind spot range of the adjacent vehicle; and generate a path in which the host vehicle deviates from the blind spot or avoids the blind spot to reduce the dangerous level of the blind spot, based on a traveling situation of the host vehicle.

Abstract: Methods for planning a trajectory for an autonomous vehicle are disclosed. A vehicle motion planning system will determine a reference curve that represents a path via which the vehicle may travel. The system will detect an actor that is moving in the environment. The system will segment the reference curve according to time intervals. For each of the time intervals, the system will identify a bounding geometry for the actor, predict a lateral offset distance between the reference curve and the actor, and use the predicted lateral offset distance to determine whether to alter a planned trajectory for the autonomous vehicle.

Abstract: Systems/methods for operating an autonomous vehicle. The methods comprise, by a computing device: using sensor data to track an object that was detected in proximity to the autonomous vehicle; classifying the object into at least one dynamic state class of a plurality of dynamic state classes; transforming the at least one dynamic state class into at least one goal class of a plurality of goal classes; transforming the at least one goal class into at least one proposed future intention class of a plurality of proposed future intention classes; determining at least one predicted future intention of the object based on the proposed future intention class; and/or causing the autonomous vehicle to perform at least one autonomous driving operation based on the at least one predicted future intention determined for the object.

Abstract: Systems, methods, and autonomous vehicles may obtain one or more images associated with an environment surrounding an autonomous vehicle; determine, based on the one or more images, an orientation of a head worn item of protective equipment of an operator of a vehicle; determine, based on the orientation of the head worn item of protective equipment, a direction of a gaze of the operator and a time period associated with the direction of the gaze of the operator; determine, based on the direction of the gaze of the operator and the time period associated with the direction of the gaze of the operator, a predicted motion path of the vehicle; and control, based on the predicted motion path of the vehicle, at least one autonomous driving operation of the autonomous vehicle.

Abstract: A vehicle driving support device includes a turn-signal switch switched on by a driver of the vehicle in the vehicle's course change, a rear side detector that detects an approaching vehicle on a lane to which the course of the vehicle is to be changed, turn-signal lamps on the right and left sides of the vehicle, and a turn-signal display processor displaying one of the turn-signal lamps which is on the side of the lane when the turn-signal switch is on. The turn-signal display processor includes a closeness determiner that determines whether the approaching vehicle is close to the vehicle when the turn-signal switch is on and the rear side detector detects the approaching vehicle, and a standby-state processor that, if that the approaching vehicle is close to the vehicle, causes the one of the turn-signal lamps to be a standby state and informs the driver of the standby state.

Abstract: There is provided a motorcycle-drive assistance apparatus that makes rapid deceleration by an engine brake possible so that braking control unintended by a rider can be avoided. The motorcycle-drive assistance apparatus is configured in such a way that a deceleration-start inter-vehicle distance calculation unit calculates a deceleration-start inter-vehicle distance, by use of an acceleration value read from an engine-brake acceleration value storage unit, based on an own-vehicle speed calculated by an own-vehicle speed calculation unit and a road-surface gradient angle calculated by a road-surface gradient angle calculation unit and in such a way that when the inter-vehicle distance between an own vehicle and another vehicle, detected by an object detection unit, becomes smaller than the calculated deceleration-start inter-vehicle distance, deceleration of the own vehicle through the engine brake is started.

Abstract: The present invention provides a vehicle control device configured to obtain a distribution between first-order follow-up control and second-order follow-up control based on information on a road curvature of a road on which a preceding vehicle traveling forward of a vehicle has traveled and information on a relative position between the vehicle and the preceding vehicle, the first-order follow-up control causing the vehicle to follow the preceding vehicle through use of a first-order trajectory, the second-order follow-up control causing the vehicle to follow the preceding vehicle through use of a second-order trajectory, and to output an instruction relating to steering of the vehicle for achieving the obtained first-order follow-up control and second-order follow-up control to a steering actuator unit relating to the steering of the vehicle.

Abstract: A mode driving assistance system for a vehicle assists a driver when the driver conducts mode driving by operating an operation member such that a traveling speed meets a time series change in the traveling speed. The operation member is disposed on a chassis dynamometer. The operation member conducts at least one of acceleration or deceleration of the vehicle. The system includes: a display that the driver can observe visually; a storage that stores a target value relating to an operation amount of the operation member in time series; a first detector that detects an actual value of the operation amount of the operation member; and a controller that displays the target value of the operation amount of the operation member stored in the storage and the actual value of the operation amount of the operation member detected by the first detector, as a time series image on the display.

Abstract: The present invention relates to a method for controlling a vehicle in association with a descent, the vehicle having a powertrain comprising: a drive unit configured to provide propulsion power; an auxiliary brake device; and a first cooling circuit comprising a first coolant; wherein the drive unit and the auxiliary brake device are arranged to be selectively connected or disconnected with/from the first cooling circuit, wherein the drive unit has a first maximum temperature and the auxiliary brake device has a second maximum temperature higher than the first maximum temperature, the method comprising: controlling the drive unit to reduce the provided propulsion power when the vehicle is approaching an upcoming descent, which fulfils predetermined criteria; disconnecting the drive unit from the first cooling circuit; connecting the auxiliary brake device with the first cooling circuit; and controlling the auxiliary brake device to brake to vehicle down the descent.

Abstract: A travel assistance method for performing a lane change of a host vehicle includes: detecting an oncoming vehicle traveling in an opposite lane from which the host vehicle travels when the host vehicle starts the lane change; determining a crossing point between a virtual advancing route and a linear advancing route in which the oncoming vehicle advances linearly, the virtual advancing route being a virtual extension of an advancing route of the host vehicle during a period from start to end of the lane change; executing a lane change using the route and the vehicle speed in a case where a time difference between a first predicted time and a second predicted time is outside a predetermined range; and when within the predetermined range, executing a lane change by changing at least one of the route and the vehicle speed such that the time difference is outside the predetermined range.

Abstract: A method provided for producing a model of the surroundings of a vehicle, wherein a lane is determined on the basis of objects, free space boundaries and/or roadway limitations. The lane indicates the zone around the vehicle in which the vehicle can drive freely. The lane includes at least one lane segment, the lane segment comprising at least one lane segment boundary, in particular a front lane segment boundary, a rear lane segment boundary, a left lane segment boundary and a right lane segment boundary. The distance from the vehicle to the lane segment boundary is determined, and the lane is made available to a driver assistance system.

Abstract: Systems, methods, and apparatuses for controlling components of a vehicle are provided. The vehicle can include a data processing system (“DPS”) including one or more processors and memory. The DPS can receive sensor data from sensors of the vehicle. The DPS can determine a vehicle body height. The DPS can determine a vehicle roll angle. The DPS can determine a first height of a road and a second height or the road. The DPS can determine a road height based on the first height of the road and the second height of the road. The DPS can provide the road height to a controller of one or more vehicles. The DPS can adjust the component of the one or more vehicles.

Abstract: Vehicle alert and control systems and methods taking into account a detected road friction at a following vehicle and a predicted road friction by the following vehicle. The detected road friction between the following vehicle tires and the road surface may be assessed using a variety of methodologies and is used to compute a critical safety distance between the following vehicle and the preceding vehicle and a critical safety speed of the following vehicle. The predicted road friction ahead of the following vehicle may also be assessed using a variety of methodologies (lidar, camera, and cloud-based examples are provided) and is used to compute a warning safety distance between the following vehicle and the preceding vehicle and a warning safety speed of the following vehicle. These functionalities may be applied to vehicle/stationary object warning and response scenarios as well.

Abstract: A vehicle control device includes: a speech acquiring section that acquires speech data related to a speech of a speaker; a state acquiring section that acquires information indicating whether or not a driver attempting to start driving a vehicle is in an intoxicated state based on the speech data; and a control section configured to limit a start operation of the vehicle in a case in which the information indicates that the driver is in the intoxicated state, the start operation being an operation performed by the driver with respect to the vehicle to start driving the vehicle.

Abstract: Techniques for increasing performance of machine-learned models while conserving computational resources generally required by ensemble machine-learning methods are described herein. The techniques may include determining multiple views of a scene that is to be input into a machine-learned model. In some examples, a scene data input may be rotated by 90, 180, and 270 degrees to generate four scene inputs (e.g., 0-, 90-, 180-, and 270-degree rotated inputs) that can be passed through the machine-learned model and the results per scene can be aggregated to determine a final prediction/decision. Similarly, scene inputs may be shifted, reflected, translated, and/or the like before being input into the machine-learned model. The predictions may be associated with one or more objects in the environment that are represented in the scenes.

Abstract: A vehicle device in one embodiment includes: a control unit in which a system is built, a plurality of operating systems operating on the system; and a plurality of monitoring units that are configured to monitor a defect in the system. Each of the plurality of monitoring units is further configured to: perform monitoring at a respective one of a plurality of layers into which the system are divided; and solve a defect at the respective one of the plurality of layers when the defect occurs.

Abstract: Devices, systems, and methods for redundant braking systems and architectures are described. An example method for controlling a vehicle includes receiving, by a braking system, a first set of commands generated by a primary brake controller and a primary vehicle control unit (VCU) comprising multiple processors, receiving a second set of commands generated by the primary VCU and a secondary brake controller, receiving a third set of commands generated by a secondary VCU and the primary brake controller, receiving a fourth set of commands generated by the secondary VCU and the secondary brake controller, and selecting, based on an arbitration logic, exactly one of the first, second, third, and fourth sets of commands to operate the braking system, wherein the primary VCU and the secondary VCU are configured in a master/slave architecture.

Abstract: Described herein are various techniques, including systems and non-transitory instructions, that, in response to obtaining information regarding a potential collision between a vehicle and an object, obtain data describing the vehicle for a time period extending before and after a time of the potential collision. The system may determine a likelihood that the potential collision is a non-collision event based on the data describing the vehicle by performing one or more assessments. The assessments may include telematics monitor assessment, driver behavior assessment, road surface feature assessment, trip correlation assessment, and/or context assessment. In response to determining that the likelihood indicates that the potential collision is not a non-collision event, the system may trigger one or more actions responding to the potential collision.

Abstract: A computer-implemented method includes determining a vehicle configuration indicative of a towing mode setting for the vehicle, which can include a neutral transmission gear setting, a battery conservation mode, or another towing mode setting. The method can include determining at least one vehicle operation characteristic that changes with time while the vehicle is in the towing mode setting, and performing, via a vehicle control module and based at least in part on the towing mode setting and the vehicle operation characteristic, one or more vehicle actions that include generating an alert signal indicative that vehicle damage may occur.

Abstract: Operation data from one or more vehicle subsystems are input to a vehicle dynamics model. Predicted operation data of the one or more vehicle subsystems are output from the vehicle dynamics model. The operation data and the predicted operation data are input to an optimization program that is programmed to output control directives for the one or more vehicle subsystems. One or more vehicle subsystems are operated according to the output control directives.

Abstract: A method for classifying a weight of a vehicle includes determining a system enablement state of the vehicle load detection and classification system, monitoring a vehicle weight, determining a change in the vehicle weight, comparing the change in the vehicle weight to a first predefined weight change threshold, and categorizing the change in the vehicle weight in response to determining that the change in the vehicle weight exceeds the first predefined weight change threshold. The method also includes determining if a weight has been left in the vehicle after key-off and determining if a weight has been placed in a cargo compartment of the vehicle which exceeds the weight rating of the cargo compartment. The method also includes optimizing a route to a destination based at least on the change in the vehicle weight and displaying the optimized route to the destination using a human machine interface of the vehicle.

Abstract: A vehicle-behavior notification device includes a yaw rate detector and a notifier. The yaw rate detector is configured to detect a yaw rate of a vehicle body of a vehicle. The notifier is configured to notify a driver who drives the vehicle of the yaw rate detected by the yaw rate detector.

Abstract: This vehicle speed command generation device 1 generates a target vehicle speed command to be used by a vehicle speed control device. The vehicle speed command generation device 1 comprises: a shift processing unit 12 that receives an original vehicle speed command and generates each of a reference vehicle speed command in which the original vehicle speed command is delayed by a reference delay time, a first-out vehicle speed command in which the original vehicle speed command is delayed by a first-out delay time that is shorter than the reference delay time, and a delayed vehicle speed command in which the original vehicle speed command is delayed by a second delay time that is longer than the reference delay time; and a correction processing unit 16 that generates a target vehicle speed command by using the first-out vehicle speed command and the delayed vehicle speed command.

Abstract: Aspects of the disclosure provide for the determining whether to assign a driver to a trip. For instance, a route for a trip between a pickup location and a destination location for a passenger may be determined. Branch routes for the route may be determined based on one or more lane changes of the route. A probability of following each determined branch route may be determined. A probability of requiring assistance for each determined branch route may be determined. Whether to assign a driver to the trip may be determined based on the probabilities for each determined branch route. A vehicle of a fleet of vehicles may be assigned to the trip based on the determine of whether to assign a driver.

Abstract: A radio detection and ranging (RADAR) sensor system for vehicles, such as autonomous vehicles, includes a first RADAR sensor configured to provide first RADAR data descriptive of an environment of a vehicle having a first antenna configured to output a first RADAR beam having a first azimuthal component over a first angular range and a second RADAR sensor configured to provide second RADAR data descriptive of the environment of the vehicle, the second RADAR sensor having a second antenna configured to output a second RADAR beam having a second azimuthal component that is narrower than the first azimuthal component of the first RADAR beam, wherein the second RADAR sensor is configured to sweep the second RADAR beam over a second angular range closer to a rear of the vehicle than a front of the vehicle to obtain the second RADAR data.

Abstract: Disclosed are autonomous vehicles that may autonomously navigate at least a portion of a route defined by a service request allocator. The autonomous vehicle may, at a certain portion of the route, request remote assistance. In response to the request, an operator may provide input to a console that indicates control positions for one or more vehicle controls such as steering position, brake position, and/or accelerator position. A command is sent to the autonomous vehicle indicating how the vehicle should proceed along the route. When the vehicle reaches a location where remote assistance is no longer required, the autonomous vehicle is released from manual control and may then continue executing the route under autonomous control.

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: A method of controlling autonomous driving of a vehicle includes: selecting a target object ahead of the vehicle based on driving information, generating a velocity profile for maintaining a desired distance to the target object, calculating a desired acceleration based on the velocity profile and a delay time of the vehicle, and controlling an actuator of the vehicle based on the desired acceleration.

Abstract: Embodiments include methods performed by a processor of a vehicle for allocating processing resources to concurrently-executing neural networks. The methods may include determining a priority of each of a plurality of neural networks executing on a vehicle processing system based on a contribution of each neural network to overall vehicle safety performance, and allocating computing resources to the plurality of neural networks based on the determined priority of each neural network. In some embodiments, the methods may dynamically adjust hyperparameters of one or more neural networks.