Lateral safety area
Techniques for determining a safety area for a vehicle are discussed herein. In some cases, a first safety area can be based on a vehicle travelling through an environment and a second safety area can be based on a steering control or a velocity of the vehicle. A width of the safety areas can be updated based on a position of a bounding box associated with the vehicle. The position can be based on the vehicle traversing along a trajectory. Sensor data can be filtered based on the sensor data falling within the safety area(s).
1. A system comprising:
one or more processors; and
one or more non-transitory computer-readable media storing instructions executable by the one or more processors, wherein the instructions, when executed, cause the system to perform operations comprising:
receiving a trajectory associated with a vehicle traversing through an environment, the vehicle having a first width;
determining a first safety area for the vehicle based on the trajectory, the first safety area having a first portion and a second portion, the first portion of the first safety area having a second width determined based on the first width, the second portion of the first safety area having a third width that is expanded based at least in part on a representation of the vehicle at a position along the first safety area at a future time;
determining, as a second safety area and based on the trajectory, an extension of the first portion of the first safety area that is aligned with an intersecting lane to a lane associated with the vehicle, wherein determining the extension comprises:
extending a line tangent to the first portion of the first safety area, and
determining, as the second safety area being aligned with the line tangent and based on the trajectory, the extension of the first portion of the first safety area that is aligned with the intersecting lane;
receiving, from a sensor, sensor data associated with the environment;
determining that an object with which the vehicle is merging is represented in a subset of the sensor data associated with the first safety area and the second safety area, the second safety area having a fourth width determined based on the first width, the fourth width of the second safety area being determined independently of the second width of the first safety area;
determining a modified acceleration profile associated with the vehicle based on a likelihood that the object will intersect with the trajectory; and
controlling the vehicle to decelerate to a stop based on the modified acceleration profile, and on the likelihood meeting or exceeding a threshold likelihood.
2. The system of claim 1 , wherein:
the trajectory comprises traversing through an intersection; and
determining the second safety area is based at least in part on a third portion of the environment perpendicular to the trajectory.
3. The system of claim 1 , wherein the trajectory comprises a right turn, and
wherein the second safety area comprises a region of the environment perpendicular to the lane.
4. The system of claim 1 , wherein the second safety area is perpendicular to the first portion of the first safety area.
5. The system of claim 1 , wherein determining an orientation of the second safety area is based at least in part on the line tangent, and
wherein determining that the object is represented in the subset of the sensor data comprises determining, in response to the determining of the second safety area, that the object is represented in the subset of the sensor data.
6. The system of claim 1 , wherein:
a third portion of the first safety area has a fifth width; and
the fourth width of the second safety area is determined independently of the fifth width of the first safety area.
7. The system of claim 1 , wherein:
the first safety area includes a straight portion as the first portion;
the first safety area is modified to include a curved portion as the second portion having the third width expanded to be a fifth width at a radius of the curved portion, the fifth width being different from the second width; and
the second safety area has a constant width as the third width.
8. The system of claim 1 , wherein:
the first safety area is a type of safety area aligned with the trajectory;
the second safety area is a different type of safety area generated for object detection based at least in part on the first safety area; and
the second safety area is not aligned with the second portion of the first safety area in which the vehicle is located.
9. The system of claim 1 , wherein:
the first safety area includes a straight portion as the first portion,
the second width is equal to the first width;
the first safety area includes a curved portion having the third width expanded to be a fifth width at a radius of the curved portion; and
the fourth width is a constant width that is different from the fifth width.
10. The system of claim 1 , wherein the first safety area includes, at a current time that is previous to a point in time at which the vehicle encounters, as the second portion, a curved portion of the first safety area, the curved portion having a radius with a different width from the first portion of the first safety area that is a straight portion.
11. A method comprising:
receiving a trajectory associated with a vehicle having a first width;
determining a first safety area having a first portion and a second portion based at least in part on the trajectory, the first portion of the first safety area having a second width determined based at least in part on the first width, the second portion of the first safety area having a third width that is expanded based at least in part on a representation of the vehicle at a position along the first safety area at a future time;
determining, as a second safety area and based at least in part on the trajectory, the second safety area, an extension of the first portion of the first safety area that is aligned with an intersecting lane to a lane associated with the vehicle, wherein determining the extension comprises:
extending a line tangent to the first portion of the first safety area, and
determining, as the second safety area being aligned with the line tangent and based on the trajectory, the extension of the first portion of the first safety area that is aligned with the intersecting lane;
determining that an object with which the vehicle is merging is represented in a subset of sensor data associated with one or more of the first safety area or the second safety area, the second safety area having a fourth width determined based at least in part on the first width, the fourth width of the second safety area being determined independently of the second width of the first safety area;
determining a likelihood that a trajectory of the object will intersect the trajectory of the vehicle; and
controlling the vehicle to decelerate to a stop based at least in part on the likelihood meeting or exceeding a threshold likelihood.
12. The method of claim 11 , wherein controlling the vehicle comprises:
determining a modified acceleration profile associated with the vehicle based at least in part on the trajectory of the object; and
controlling the vehicle based at least in part on the modified acceleration profile.
13. The method of claim 11 , wherein determining the second safety area further comprises:
determining a first boundary associated with the first safety area;
determining an intersection between the first boundary and a line associated with a second boundary associated with the first safety area, based at least in part on the trajectory associated with the vehicle; and
determining the second safety area based at least in part on the intersection.
14. The method of claim 11 , wherein the second width of the first safety area is associated with a fifth width of the lane in which the vehicle is currently situated, and the fourth width of the second safety area is associated with a sixth width of the intersecting lane.
15. The method of claim 11 , wherein determining the second safety area further comprises:
determining the trajectory is associated with a right turn; and
determining, as the second safety area, a third portion of an environment associated with the intersecting lane.
16. The method of claim 11 , wherein determining the second safety area further comprises:
determining the second safety area based at least in part on a velocity of the vehicle being below a threshold velocity.
17. The method of claim 11 , wherein the subset of sensor data associated with the first safety area is based at least in part on filtering first sensor data associated with the first safety area.
18. One or more non-transitory computer-readable media storing instructions that, when executed, cause one or more processors to perform operations comprising:
receiving a trajectory associated with a vehicle having a first width;
determining a first safety area having a first portion and a second portion based at least in part on the trajectory, the first portion of the first safety area having a second width determined based at least in part on the first width, the second portion of the first safety area having a third width that is expanded based at least in part on a representation of the vehicle at a position along the first safety area at a future time;
determining, as a second safety area and based at least in part on the trajectory, an extension of the first portion of the first safety area that is aligned with an intersecting lane to a lane associated with the vehicle, wherein determining the extension comprises:
extending a line tangent to the first portion of the first safety area, and
determining, as the second safety area being aligned with the line tangent and based on the trajectory, the extension of the first portion of the first safety area that is aligned with the intersecting lane;
determining that an object with which the vehicle is merging is represented in a subset of sensor data associated with one or more of the first safety area or the second safety area, the second safety area having a fourth width determined based at least in part on the first width, the fourth width of the second safety area being determined independently of the second width of the first safety area;
determining a likelihood that a trajectory of the object will intersect the trajectory of the vehicle; and
controlling the vehicle to decelerate to a stop based at least in part on the likelihood meeting or exceeding a threshold likelihood.
19. The one or more non-transitory computer-readable media of claim 18 , wherein determining the second safety area further comprises:
determining a first boundary associated with the first safety area;
determining an intersection between the first boundary and a line associated with a second boundary associated with the first safety area, based at least in part on the trajectory; and
determining the second safety area based at least in part on the intersection.