Abstract: A gas generator (10) comprises a housing (12) in which a conical combustion chamber screen (52) terminates the combustion chamber (44). On the front side, the combustion chamber screen (52) is closed by an end cap (54) to which a filter element (60) is connected which has one or more axially projecting centering extensions (64) on the edge of the filter bottom (62).

Abstract: A vehicle includes a seat having a seat bottom and a seatback. The vehicle includes a buckle movable from a retracted position at the seatback to a deployed position spaced from the seatback. The vehicle incudes an actuator operatively coupled to the buckle to move the buckle from the retracted position to the deployed position. The vehicle includes a computer having a processor and a memory storing instructions executable by the processor to receive an indication that an occupant of the seat will exit the vehicle and, in response, command the actuator to move the buckle from the retracted position to the deployed position.

Abstract: An assembly includes a vehicle pillar elongated along an axis. The assembly includes seatbelt retractor and a webbing retractably extendable from the retractor. The seatbelt retractor is lockable from an unlocked position in which the webbing is extendable from and retractable into the retractor to a locked position in which the retractor restricts extension of the webbing from the retractor. The assembly includes a frame supported by the pillar and defining a slot elongated along the axis of the pillar. The slot has a terminal upper end. The assembly includes a seatbelt guide slideably engaged with the slot. The seatbelt retractor is below the seatbelt guide. The webbing extends upwardly from the seatbelt retractor around the seatbelt guide. The assembly includes a spring between the frame and the seatbelt guide. The spring biases the seatbelt guide against the terminal upper end of the slot.

Abstract: An assembly includes a vehicle roof and a vehicle floor spaced from the vehicle roof. The assembly includes a seatbelt assembly for accommodating a wheelchair. The seatbelt assembly is slidably supported by the vehicle roof and the vehicle floor. The seatbelt assembly is slidable along the vehicle roof and the vehicle floor along a vehicle-longitudinal axis. The seatbelt assembly has a seatbelt webbing elongated in a direction from the vehicle roof to the vehicle floor. The assembly includes a seatbelt buckle slidably supported by the vehicle floor. The seatbelt buckle is slidable relative to the vehicle floor along the vehicle-longitudinal axis.

Abstract: A vehicle includes a seatbelt retractor including a housing and a spool rotatably supported by the housing. The seatbelt retractor includes a load limiter fixed to the spool and lockable with the housing. The load limiter has a first coupling and a second coupling spaced from the first coupling on the rotational axis. The first coupling has a first energy absorber retained in a first cavity. The first energy absorber is compressible relative to a first male segment and a first female segment of the coupling. The second coupling has a second energy absorber retained in a second cavity. The second energy absorber is compressible relative to a second male segment and a second female segment of the second coupling.

Abstract: A consignment delivery method and a consignment delivery system comprising control circuitry is described. Control circuitry determines whether a user device is within a first threshold distance of a vehicle. A vehicle location is transmitted to the user device in response to determining that the user device is within the first threshold distance of the vehicle. Control circuitry determines whether the user device within a second threshold distance of the vehicle, wherein the second threshold distance is less than the first threshold distance. Control circuitry requests a user authentication from the user device in response to determining that the user device is within the second threshold distance of the vehicle. Control circuitry provides access to a compartment of the vehicle in response to receiving the user authentication.

Abstract: The present disclosure relates to a control system (1) having one or more controller (21) for controlling a lock mechanism (2-n) associated with an aperture closure member (7-n) of a vehicle (3). The control system (1) is configured to communicate with two or more portable devices (4-n). The control system (1) identifies a change in the operating state of an aperture closure member (7-n), and communicates with the two or more portable devices (4-n) to determine a location of the two or more portable devices (4-n) in dependence on identification of the change in the operating state of the aperture closure member (7-n). The control system (1) classifies a first one of the two or more portable devices (4-n) located within a target zone (TZ-n) as a confirmed portable device (4-n); and tracks the location of the confirmed portable device (4-n).

Abstract: The disclosed technology provides solutions for improving window wiper systems and in particular, for improving wiper systems used on autonomous vehicles (AVs). Aspects of the disclosed technology include a widow wiper system that includes a motor comprising a shaft, a wiper arm coupled to a distal end of the shaft, and a wiper guide disposed around the distal end of the shaft, wherein the wiper guide comprises a guidance track that is configured to accommodate a protrusion of the wiper arm through a side surface of the wiper guide. Autonomous vehicle systems and methods of manufacture are also provided.

Abstract: A cleaning device for cleaning a see-through area of an environment sensor of a motor vehicle and for determining an operating-pressure-dependent functional state of at least one cleaning nozzle, the cleaning device having the at least one cleaning nozzle, which is configured to dispense a cleaning fluid. The at least one cleaning nozzle may have a pressure sensor configured to assume at least one position as a function of an operating pressure of the cleaning fluid at the cleaning nozzle and thus determine an operating-pressure-dependent functional state of the at least one cleaning nozzle, in particular as at least one measuring signal.

Abstract: A precipitation shield device, and/or methods of manufacturing and/or using the shield device are provided. The shield device of embodiments includes functionality to prevent accumulation of precipitation over an imaging sensor. In embodiments, the shield device includes a base that enables the shield device to be mounted onto an imaging sensor. A shield body may be defined by two end walls and two lateral walls disposed around a central opening of the shield body. During operation, the central opening is aligned with a window of the imaging sensor. In embodiments, the end walls may have a surface configured to control an airflow flowing over the shield device to create a vortex over the central opening of the shield device. In embodiments, the vortex created over the central opening may deflect precipitation away from the central opening and may prevent the precipitation from accumulating over the window of the imaging sensor.

Abstract: An end cover assembly, an air cylinder, a tread sweeper and a railway vehicle.

Abstract: According to one aspect, a vehicle includes a body and a rapid deceleration system that is configured to decelerate the body traveling on a road surface. The rapid deceleration system includes at least a first rapid deceleration mechanism coupled to the body, the first rapid deceleration mechanism including a first anchor, a first slider, and a first energetics arrangement configured to propel the at first anchor from the body toward the road surface to decelerate the body, wherein the first slider moves along a first axis to dissipate energy when the first anchor is propelled toward the road surface along a second axis.

Abstract: A wheel well thermal energy management system includes a wheel well liner, and a deflector. The wheel well liner and the deflector both establish a portion of an aperture that is configured to direct a flow of air to a wheel well of a vehicle. A wheel well thermal energy management method includes moving a vehicle and, during the moving, guiding a flow of air through an aperture into a wheel well of the vehicle. The aperture is established by a wheel well liner together with a deflector.

Abstract: A control device is applied to a friction brake device of a vehicle. The friction brake device produces a friction brake force in the vehicle by starting driving of an electric motor. The control device includes a motor control unit configured to control the electric motor. The control device includes an acquisition unit configured to acquire an index value corresponding to a magnitude of a target value of the friction brake force. A value for determining a magnitude of the index value is set as a limit determination value. The motor control unit limits an increase speed of the number of rotations of the electric motor if the index value is equal to or less than the limit determination value, and releases the limit if the index value exceeds the limit determination value.

Abstract: A control device for automatic stop of a vehicle, wherein the vehicle includes a radar and a sonar, the radar detecting a distance to an obstacle and detecting a height of the obstacle from a road surface, the sonar detecting the distance to the obstacle and detecting a signal level of a reflected wave from the obstacle. The control device includes a control unit having a processor configured to output a signal for triggering the automatic stop of the vehicle when the signal level of the reflected wave from the obstacle is greater than a predetermined threshold, wherein the control unit is configured to change the predetermined threshold for triggering the automatic stop of the vehicle between a first predetermined threshold and a second predetermined threshold based on the height of the obstacle detected by the radar.

Abstract: A system for braking a vehicle includes an operator interface that transmits a brake command signal when actuated by a vehicle operator. When the interface is not actuated and does not transmit the signal, a controller receives signals indicative of whether the vehicle is in an active or inactive state from two different sources and determines that the vehicle is in the inactive state if both of the signals indicate the vehicle is in the inactive state. The controller receives another signal indicative of a speed of the vehicle and determines whether the speed of the vehicle meets a predetermined condition relative to a predetermined speed of the vehicle. The controller generates a control signal to apply a wheel parking brake on the vehicle after determining that the vehicle is the inactive state and determining that the speed of the vehicle meets the predetermined condition relative to the predetermined speed.

Abstract: Systems and methods are provided for controlling operation of a trailer brake system associated with an agricultural vehicle-trailer combination, comprising: determining abase value for a temperature associated with the trailer brake system; determining coupling force between the vehicle and the trailer; determining a corrected value for the temperature associated with the trailer brake system in dependence on the determined coupling force; and controlling one or more components of the vehicle trailer combination in dependence on the corrected value.

Abstract: A redundant vehicle braking system and its electronic control unit and control method thereof is disclosed. The redundant braking system is coupled to the main braking system of the vehicle. The electronic control unit comprises: a receiving module configured to receive a status signal indicating the status of the main braking system and a sensor signal indicating a driver input condition to the brake pedal and a vehicle speed condition; an activation module configured to activate the braking assist function of the redundant braking system when it is judged that the main braking system has entered a mechanical backup state based on the status signal; and a braking assist module configured to, upon activation of the braking assist function, execute a corresponding one of a plurality of braking assist modes based on the sensor signal, wherein the plurality of braking assist modes comprise: a standby mode, a first-assist adjustable mode, a second-assist adjustable mode, and a braking pressure holding mode.

Abstract: A number of variations may include a system, method, a non-transitory computer readable medium having instructions thereon executable by an electronic processor to implement functionality comprising enhancing the curvature capability of a tertiary rack and pinion actuator by using brake-to-steer while the tertiary rack and pinion actuator is operating.

Abstract: One or more techniques and/or systems are disclosed for providing autonomous or semi-autonomous braking with a brake system. The brake system includes at least one brake, a main pump, a backup energy source, a primary valve set having a primary control valve and enable valve, and a secondary valve set having a secondary control valve and an enable valve, wherein the at least one brake, the main pump, the backup energy source, the primary valve set, and the secondary valve set are in fluid communication. The brake system further includes a control unit configured to control operation of the main pump, the backup energy source, the primary valve set, and the secondary valve set in response to one of a normal braking condition and a failure braking condition.

Abstract: The present relates to a method for operating a vehicle brake system which comprises a vehicle brake having a brake piston, an electrohydraulic service brake device, and an electromotive parking brake device having a spindle drive driven by an electric motor, wherein the electrohydraulic service brake device and/or the electromotive parking brake device act on the brake piston. The method determines an additional brake fluid volume to be delivered by the electrohydraulic service brake device in order to ensure a target clamping force (Fz-Soll) for a brake pad of the parking brake on application of the parking brake device.

Abstract: A vehicle brake system includes a hydraulic service brake system having a service brake circuit and a trailer brake control system. The trailer brake control system includes a trailer brake valve with a service brake demand input port and a trailer brake demand output port connected to a trailer brake control coupling. The output at the trailer brake demand output port is dependent on the pressure applied at the service brake demand input port. An electronic trailer brake control system has a solenoid control valve to connect the service brake demand input port to a source of pressurized hydraulic fluid to trigger an output at the trailer brake demand output port. An ECU is configured to actuate the control valve to apply the trailer brakes if it determines that the vehicle is at risk of jack-knifing. The system may also include a shuttle valve.

Abstract: A method for controlling the tightening torque of an electromechanical brake for a motor vehicle, the brake including an electric motor provided with a rotary shaft intended to drive mechanical brake-clamping mechanisms. The method includes steps of acquiring data from a wheel speed sensor that takes a characteristic measurement of the speed of at least one of the wheels of the vehicle, determining, according to the data from the wheel speed sensor, a deceleration indicator characteristic of the acceleration of the vehicle, regulating the tightening torque according to the deceleration indicator.

Abstract: An electric actuator assembly for a drum brake assembly having a brake drum includes a housing and a gear nut configured for rotation by a motor and provided in the housing. A pin extends longitudinally within the housing and is associated with a first clevis for receiving a first brake shoe. A spindle extends longitudinally within the housing and is aligned with the pin. The spindle has a first threaded connection with a second clevis for receiving a second brake shoe and a second threaded connection with the gear nut. The distance between the first clevis and the second clevis increases in response to rotation of the gear nut to move the brake shoes towards the drake drum. The second clevis is urged towards the first clevis in response to cooling of the brake drum in order to back drive the spindle and gear nut and thereby reduce the distance between the first clevis and second clevis.

Abstract: A valve unit for an anti-lock braking system has a valve body, a piston, and an elastic element acting on the piston. The valve body has an outlet port, an inlet port, a primary chamber communicating with the outlet port, an expansion chamber with an outflow passage establishing fluid communication between the primary chamber and the expansion chamber, and a bypass passage between the inlet port and the outlet port. The piston is movable in the primary chamber and has a longitudinal through cavity, a first transversal surface facing the outlet port, and a second transversal surface facing away from the outlet port. The first transversal surface has an area smaller than the area of the second transversal surface. The elastic element exerts an elastic force to move the piston away from the outlet port. The valve unit is activatable by pressure of a brake fluid in the primary chamber.

Abstract: A system for monitoring vehicle overheated brake includes at least one sensor unit arranged on an axle of a tire mounted on the vehicle; a brake mechanism arranged on one side of the sensor unit; and a data module communicated with the sensor unit; wherein the sensor unit detects a temperature of the brake mechanism and the data module creates a first warning signal when the temperature of the brake mechanism meets a predetermined limit.

Abstract: A method of setting the contact position between the operating cam and the roller for the air brake which includes a leading shoe and a trailing shoe respectively provided with a first roller and a second roller, a first lining and a second lining respectively provided on external surfaces of the leading shoe and the trailing shoe, a drum disposed on a circumference of the back plate, and the operating cam disposed to support the first roller and the second roller therebetween to rotate in a direction of expanding a gap between the leading shoe and the trailing shoe, includes setting the contact position between the operating cam and the second roller so that a direction in which the operating cam presses the second roller during braking is moved in a rotation direction of the drum when the vehicle moves backward thereof.

Abstract: A system for predicting a negative pressure of a brake booster of a vehicle includes: a driving information detector detecting driving information related to driving of the vehicle; and a controller determining a negative pressure of an intake manifold based on a pressure of the intake manifold and an atmospheric pressure which is the driving information and including a booster negative pressure predictor predicting the negative pressure of the brake booster by integrating over time a change rate according to a charging rate and a discharging rate of the negative pressure determined using a negative pressure of the brake booster determined in a previous cycle according to a logic for predicting the negative pressure of the brake booster and the negative pressure of the intake manifold of a current cycle and an imitated brake pedal force signal of the current cycle imitating an acceleration of the vehicle.

Abstract: A ground-effect amphibious hovercraft vehicle having a system of retractable wings (8), which are retracted (parking mode) by retracting arms (17a and 17b) of both wings by a head (19). At the same time, the vehicle acts as a ground-effect hovercraft vehicle when the wings (8) are extended (flight mode), which is done by extending the arms (17a and 17b) of both wings by the head (19). The head (19) is extended/retracted using a cylinder (22) moved by a drive motor (18), which may be an electric motor, a hydraulic motor or a mechanical motor, or manually using cables and pulleys.

Abstract: A vehicle control apparatus includes front-wheel and rear-wheel driving systems, and a control system. The front-wheel driving system includes a first travel motor mechanically coupled to a front wheel of a vehicle and a first accumulator electrically coupled to the first travel motor. The rear-wheel driving system includes a second travel motor mechanically coupled to a rear wheel of the vehicle and a second accumulator electrically coupled to the second travel motor. The control system includes one or more processors and one or more memories communicably coupled to the one or more processors, and controls the first and second travel motors. When a difference between an SOC of the first accumulator and an SOC of the second accumulator is greater than a threshold value, the one or more processors change a torque distribution ratio between the first and second travel motors from a reference distribution ratio.

Abstract: A method for controlling two or more comfort functions of a vehicle uses a controller, wherein a first comfort function is provided by a pneumatic massage system of a vehicle seat including one or more air cushions and an air supply system for individual air impingement of the one or more air cushions, and wherein a second comfort function is provided by an electromechanical vibration system of the vehicle seat independent from the pneumatic massage system and including one or more individually controllable electromechanical vibration devices.

Abstract: A method for controlling a hybrid vehicle executes control in which a state of charge of the battery at a time point at which the hybrid vehicle reaches a destination is lower than an upper limit state of charge by executing an EV mode until the hybrid vehicle reaches the destination. During execution of the control, if an estimated value of a lowest temperature of an engine coolant until the hybrid vehicle reaches the destination is equal to or higher than a first threshold value, the EV mode is started when the EV mode is continuable to the destination, and if the estimated value of the lowest temperature is lower than the first threshold value, a section for executing the EV mode is shortened compared to when the estimated value of the lowest temperature is equal to or higher than the first threshold value.

Abstract: Various teachings herein include a method of operating a vehicle comprising a combustion engine, an electric motor, and an electrically heated catalyst. The method includes: simultaneously evaluating energy consumption and emissions due to increasing or decreasing catalyst heating actions and due to increasing or decreasing electric motor torque based on an operating model; and determining an operating mode for each of the combustion engine, electric motor, and electrically heatable catalyst using the operating model to optimize operation based on an optimization goal.

Abstract: A hybrid electric vehicle or a powertrain control method therefor controlling a powertrain with a more effective recognition of an entry into a low emission zone may include steps of: determining by use of image-based road-sign recognition information an entry into a zone in which an amount of exhaust gas is requested to be reduced; determining an average size for a type of the zone in case where the entry thereinto is determined by the control unit; and controlling a driving mode to be Electric Vehicle (EV) mode until it is determined based on the average size that the vehicle exists the zone.

Abstract: A vehicle control device mounted on a vehicle includes a first traveling mode being driven by the torque output from a first rotary electric machine, and a second traveling mode being driven by the engine torque output from an engine and the torque output from the first rotary electric machine, wherein a section 1 for cranking the engine by the output of the second rotary electric machine and a section 2 for assisting the driving force of the engine by the output of the first rotary electric machine are provided during a period from the first traveling mode to the engagement of the clutch at the time of starting the engine to the second traveling mode, and the torque increase of the first rotary electric machine is limited in the section 1.

Abstract: A vehicle including: a first drive unit for driving wheels; a temperature control circuit for the first drive unit; and a control device, in which, when controlling the first drive unit under a first drive mode and executing a temperature increase control, the control device determines, based on a state of the vehicle, whether the drive mode of the first drive unit is changeable to a second drive mode in which an output from a first drive motor of the first drive unit is reduced, on determining that the drive mode is changeable to the second drive mode, the control device changes the drive mode to the second drive mode and continues the temperature increase control, otherwise the control device maintains the drive mode in the first drive mode, and ends the temperature increase control and then executes the normal temperature control.

Abstract: A method and an apparatus for detecting a parking place and a direction angle of the parking place, a device, a vehicle, and a computer readable storage medium are provided. The method includes: obtaining a to-be-detected image; identifying corner points of a parking space in the to-be-detected image and cropping the to-be-detected image based on the corner points of the parking space to obtain a candidate parking space image; and performing detection by using a pre-trained parking space detection model based on the candidate parking space image to obtain a parking space detection result, where the parking space detection result indicates whether the candidate parking space image represents a real parking space, and in a case that the candidate parking space image represents the real parking space, the parking space detection result further includes a direction angle of the parking space.

Abstract: A device and method with continuous real-time autonomous parking planning and control are disclosed. A method of training a path distribution estimation model includes: obtaining initial information including map information, departure information of an autonomous driving device, and destination information of the autonomous driving device; obtaining paths through which the autonomous driving device is movable by inputting the initial information to the path distribution estimation model which predicts the paths; and training the path distribution estimation model to output a path distribution corresponding to the paths based on the initial information.

Abstract: Provided is a driving support device (1) including a control device which has an acceleration suppression function of suppressing acceleration of an own vehicle when the own vehicle is determined to be positioned in a parking area (PA) including a parking spot row (PSA) and an erroneous depression operation is determined to be executed on an accelerator pedal (AP). The control device predicts a trajectory (T) of the own vehicle in a case in which the own vehicle travels when a speed (vs) of the own vehicle is equal to or higher than a predetermined speed, and further predicts a time (?t) required for the own vehicle to reach a point at which the trajectory (T) and the parking spot row (PSA) intersect with each other. The control device determines that the own vehicle is positioned in the parking area (PA) when the predicted time (?t) is equal to or shorter than a predetermined time.

Abstract: Provided is a parking assistance apparatus that performs parking assistance based on a training route of a vehicle in training traveling. The parking assistance apparatus includes a processor that determines whether a current position of the vehicle is outside the training route based on the current position of the vehicle and the training route. The processor outputs, in a case where the current position of the vehicle is outside the training route, a command to notify an occupant in the vehicle.

Abstract: Provided is a parking assistance apparatus that performs parking assistance based on a route of a vehicle in training traveling. The parking assistance apparatus includes a processor that causes the training traveling to be resumed from a predetermined position on a first route in the training traveling. The processor determines, as a training route, a route including a route before the predetermined position on the first route and a second route in the training traveling having been resumed.

Abstract: A method for determining the position and orientation of a vehicle within a retrieval position which is encompassed by a parking area and at which the vehicle is to be retrieved after an automatic parking process. The position and orientation of the vehicle within the retrieval position are determined on the basis of at least one specified comfort condition. In particular, the comfort condition comprises: —a minimum distance between one or more lateral surfaces or doors of the vehicle and one or more structural elements of the parking area and/or other vehicles and/or a lane and/or a pedestrian path; and/or—a specific orientation of the vehicle with respect to a lane direction. The vehicle is automatically provided in the specified position and orientation within the retrieval position.

Abstract: Techniques for validating or determining trajectories for a vehicle are discussed herein. A trajectory management component can receive status and/or error data from other safety system components and select or otherwise determine safe and valid vehicle trajectories. A perception component of a safety system can validate a trajectory upon which the trajectory management component can wait for selecting a vehicle trajectory, validate trajectories stored in a queue, and/or utilize kinematics for validation of trajectories. A filter component of the safety system can filter out objects based on trajectories stored in a queue. A collision detection component of the safety system can determine the collision states based on trajectories stored in a queue or determine a collision state upon which the trajectory management component can wait for selecting or otherwise determining a vehicle trajectory.

Abstract: A method, computer system, and a computer program product for brake detection is provided. The present invention may include determining a first geometric ratio associated with a rear portion of a first vehicle, from a first image of the first vehicle. The present invention may also include determining a second geometric ratio associated with the rear portion of the first vehicle, from a second image of the first vehicle. The present invention may further include, in response to determining that the second geometric ratio is less than the first geometric ratio, detecting a braking action of the first vehicle.

Abstract: To achieve both guarantee of safety related to vehicle control and improvement of availability in an in-vehicle device that cannot independently perform automatic driving and needs assistance of vehicle control. To achieve the above object, a control system includes an in-vehicle device and a coordination device that are synchronized in time point. The control system includes a travelable time calculation unit that calculates a travelable time for guaranteeing that a vehicle does not collide with an obstacle on a travel trajectory in a target region through which the vehicle equipped with the in-vehicle device passes, a travelability determination unit that determines validity of the travelable time, and a trajectory following unit that permits the in-vehicle device to follow the travel trajectory when it is determined that the travelable time is valid.

Abstract: A vehicle inspection device for implementing a test on automatic braking performance of a test vehicle including an optical laser device for obstacle detection, in an inspection room three sides of which are surrounded by side walls, the vehicle inspection device comprising: a test instrument disposed at a side of the test vehicle; and a mirror unit that covers an upper face of the test instrument and upwardly guides light emitted from the optical laser device. The mirror unit may include a combination of a first plane mirror part disposed horizontally and a second plane mirror part disposed to be inclined.

Abstract: To suppress unnecessary operation of PCS control, provided is a vehicle control device comprising a detection unit for detecting an object located in diagonally forward of an own vehicle as a diagonally forward object; and an ECU including at least one processor. The ECU programmed to execute a collision avoidance control for avoiding a collision between own vehicle and one moving object detected as the diagonally forward object by the detection unit or reducing damage to the collision when the one moving object detected as the diagonally forward object satisfies a predetermined collision condition. The ECU programmed to suppress the collision avoidance control based on the one moving object when the other moving object or a stationary object is detected within a predetermined area in the vicinity of the one moving object by the detecting unit.

Abstract: Disclosed are systems and methods for autonomous vehicles and vehicles with automatic driver-assistance systems (ADAS) to automatically detect an imminent collision, determine whether the collision is avoidable or unavoidable, and plot a course minimizing the hazard using an artificial intelligence (AI) model. For example, a collision is avoidable if the vehicle can avoid it by steering, braking, and/or accelerating in a particular sequence. The AI model finds the best sequence for collision avoidance, and if that is not possible, it finds the best sequence for minimizing the harm. The harm is based on an estimated number of fatalities, injuries, and property damage predicted to be caused in the collision. The AI-based situation analysis and sequence selection are directly applicable to human-driven vehicles with an emergency-intervention ADAS system, as well as fully autonomous vehicles. With fast electronic reflexes and multi-sensor situation awareness, the AI model can save lives on the highway.

Abstract: Systems and methods for training a policy are disclosed. In one example, a system includes a processor and a memory with instructions that cause the processor to train the policy using a training data set with training scenes to generate an identification policy and perform a closed-loop simulation on the identification policy to collect closed-loop metrics. Based on the closed-loop metrics, the instructions cause the processor to construct an error set of the training scenes and construct an upsampled training set by upsampling the error set. After that, the policy is trained using the upsampled training set to generate a final policy.

Abstract: Techniques are discussed herein for determining optimal driving trajectories for autonomous vehicles in complex multi-agent driving environments. A baseline trajectory may be perturbed and parameterized into a vector of vehicle states associated with different segments (or portions) of the trajectory. Such a vector may be modified to ensure the resultant perturbed trajectory is kino-dynamically feasible. The vectorized perturbed trajectory may be input, including a representation of the current driving environment and additional agents, into a prediction model trained to output a predicted future driving scene. The predicted future driving scene, including predicted future states for the vehicle and predicted trajectories for the additional agents in the environment, may be evaluated to determine costs associated with each perturbed trajectory.