# US 2026/0061979 A1 · Generating trajectories for transitioning from decelerations > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2026/0061979 A1 - Document ID: US20260061979A1 - Status: Published application - Kind: A1 - Application number: 18/821,195 - Filed: 2024-08-30 - Published: 2026-03-05 - Earliest claimed: 2024-08-30 - Assignees: Zoox, Inc. - Applicants: Zoox, Inc. - Inventors: Varun Agrawal; Vincent Andreas Laurense; Glenn Xavier Liem; Jiayin Xia - Web page: https://patentgrep.com/patent/US20260061979A1 ## CPC - B60T 8/58: responsive to speed and another condition or to plural speed conditions - B60T 8/171: Detecting parameters used in the regulation; Measuring values used in the regulation - B60T 8/172: Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters {(B60T8/17551 takes precedence)} - B60T 2210/10: Detection or estimation of road conditions - B60T 2210/20: Road shapes - B60T 2210/30: Environment conditions or position therewithin - B60T 2240/00: Monitoring, detecting wheel/tyre behaviour; counteracting thereof - B60T 2250/00: Monitoring, detecting, estimating vehicle conditions - B60T 2250/02: Vehicle mass - B60T 2250/04: Vehicle reference speed; Vehicle body speed - B60T 2270/60: Regenerative braking - B60T: VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL (electrodynamic brake systems for vehicle, in general B60L; brakes per se, i.e. devices where braking effect occurs, including ultimate brake actuators, F16D); ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES ## Abstract A vehicle trajectory for transitioning out of a deceleration trajectory may be determined based on predicted vehicle state(s) and/or environmental condition(s). A determination about whether to transition into the determined trajectory may be based on whether the condition that triggered the deceleration trajectory still exists, whether the determined trajectory meets safety criteria, and/or whether an alternative deceleration trajectory is warranted. The determination may be used to determine which trajectory to control the vehicle and/or to inform the vehicle's driving behavior. ## Claims ### Claim 1 A system comprising: one or more processors; and one or more non-transitory computer-readable media storing computer-executable instructions that, when executed, cause the system to perform operations comprising: receiving first data representing that a vehicle is being controlled based at least in part on a first trajectory, wherein the first trajectory is associated with a lateral motion profile in a lateral direction and an acceleration profile in a longitudinal direction normal to the lateral direction; causing the vehicle to apply a maximum deceleration, a first magnitude of the maximum deceleration being greater than a second magnitude of a first lower-bound deceleration associated with determining the acceleration profile and greater than a third magnitude of deceleration associated with a non-maximum braking; receiving second data representing a measured velocity associated with the vehicle at a first time; determining, based at least in part on the measured velocity and the maximum deceleration, a predicted velocity associated with the vehicle at a second time after the first time; determining, based at least in part on the lateral motion profile and the predicted velocity, a second trajectory; determining third data representing whether to control the vehicle based at least in part on the second trajectory; and controlling the vehicle based at least in part on the third data. ### Claim 2 (depends on 1) The system of claim 1, wherein: the first trajectory and the second trajectory are generated by a first system, and causing the vehicle to apply the maximum deceleration is based on determining, by a second system, that the first trajectory is expected to lead to failure. ### Claim 3 (depends on 1) The system of claim 1, wherein causing the vehicle to apply the maximum deceleration comprises: detecting an event associated with at least one of the vehicle or an environment of the vehicle; and determining that the non-maximum braking is insufficient for responding to the event. ### Claim 4 (depends on 1) The system of claim 1, wherein determining the third data is based on at least one of: a first deviation associated with a predicted longitudinal position associated with the second time and a measured longitudinal position associated with the second time, a second deviation associated with the predicted velocity and a second measured velocity associated with the second time, presence or absence of an event associated with causing the vehicle to apply the maximum deceleration; presence of absence of a second event associated with triggering the maximum deceleration; whether to control the vehicle based on the non-maximum braking; or a score associated with the second trajectory. ### Claim 5 (depends on 1) The system of claim 1, wherein the second trajectory comprises following the lateral motion profile. ### Claim 6 One or more non-transitory computer-readable media storing instructions executable by one or more processors, wherein the instructions, when executed, cause the one or more processors to perform operations comprising: receiving first data representing that a vehicle is being controlled based at least in part on a first trajectory determined in accordance with a nominal acceleration limit, wherein the first trajectory is associated with a lateral motion profile; causing the vehicle to apply a maximum deceleration, a first magnitude of the maximum deceleration being greater than the nominal acceleration limit and a second magnitude of a second deceleration associated with a safety trajectory associated with responding to an event; receiving second data representing a measured velocity associated with the vehicle at a first time; determining, based at least in part on the measured velocity and the maximum deceleration, a predicted velocity associated with the vehicle at a second time after the first time; determining, based at least in part on the lateral motion profile and the predicted velocity, a second trajectory for returning the vehicle to nominal operations; determining third data representing whether to control the vehicle based at least in part on the second trajectory; and controlling the vehicle based at least in part on the third data. ### Claim 7 (depends on 6) The one or more non-transitory computer-readable media of claim 6, wherein: the first trajectory is associated with at least one of decelerating or accelerating within the nominal acceleration limit, the second deceleration is associated with decelerating based on a lower-bound deceleration defined by the nominal acceleration limit, and the maximum deceleration is associated with decelerating more than the lower-bound deceleration. ### Claim 8 (depends on 6) The one or more non-transitory computer-readable media of claim 6, wherein determining the second trajectory comprises determining a predicted longitudinal position associated with the second time. ### Claim 9 (depends on 8) The one or more non-transitory computer-readable media of claim 8, wherein determining the predicted longitudinal position is based on a measured longitudinal position associated with the first time, the measured velocity associated with the first time, and the predicted velocity associated with the second time. ### Claim 10 (depends on 6) The one or more non-transitory computer-readable media of claim 6, wherein controlling the vehicle comprises, based on determining to refrain from controlling the vehicle based on the second trajectory, continuing to control the vehicle based on the maximum deceleration. ### Claim 11 (depends on 10) The one or more non-transitory computer-readable media of claim 10, wherein determining to refrain from controlling the vehicle based on the second trajectory is based on at least one of: a failure likelihood associated with at least one of the vehicle or an environment of the vehicle, a failure severity associated with at least one of the vehicle or the environment, or whether a time associated with determining whether to refrain from controlling the vehicle based on the second trajectory is within a period after detecting the event. ### Claim 12 (depends on 10) The one or more non-transitory computer-readable media of claim 10, wherein determining to refrain from controlling the vehicle based on the second trajectory comprises making a determination within a time limit. ### Claim 13 (depends on 6) The one or more non-transitory computer-readable media of claim 6, the operations further comprising determining the first magnitude. ### Claim 14 (depends on 13) The one or more non-transitory computer-readable media of claim 13, wherein determining the first magnitude is based on at least one of: a road incline, a road surface type, a road condition, a weather condition, a wind condition, an air density, an air temperature, an air pressure, an engine temperature, a vehicle altitude, a tire condition, a weight associated with the vehicle, a vehicle fuel quality, availability of regenerative braking, a condition associated with a brake system of the vehicle, or a condition associated with a suspension control of the vehicle. ### Claim 15 (depends on 6) The one or more non-transitory computer-readable media of claim 6, wherein the second trajectory comprises following the lateral motion profile and being at a predicted longitudinal position associated with the second time. ### Claim 16 A method comprising: receiving first data representing that a vehicle is being controlled based at least in part on a first trajectory determined in accordance with a nominal acceleration limit, wherein the first trajectory is associated with a lateral motion profile; causing the vehicle to apply a maximum deceleration, a first magnitude of the maximum deceleration being greater than the nominal acceleration limit and a second magnitude of a second deceleration associated with a safety trajectory associated with responding to an event; receiving second data representing a measured velocity associated with the vehicle at a first time; determining, based at least in part on the measured velocity and the maximum deceleration, a predicted velocity associated with the vehicle at a second time after the first time; determining, based at least in part on the lateral motion profile and the predicted velocity, a second trajectory for returning the vehicle to nominal operations; determining third data representing whether to control the vehicle based at least in part on the second trajectory; and controlling the vehicle based at least in part on the third data. ### Claim 17 (depends on 16) The method of claim 16, wherein: the first trajectory is associated with at least one of decelerating or accelerating within the nominal acceleration limit, the second deceleration is associated with decelerating based on a lower-bound deceleration defined by the nominal acceleration limit, and the maximum deceleration is associated with decelerating more than the lower-bound deceleration. ### Claim 18 (depends on 16) The method of claim 16, wherein determining the second trajectory comprises determining a predicted longitudinal position associated with the second time. ### Claim 19 (depends on 18) The method of claim 18, wherein determining the predicted longitudinal position is based on a measured longitudinal position associated with the first time, the measured velocity associated with the first time, and the predicted velocity associated with the second time. ### Claim 20 (depends on 16) The method of claim 16, wherein controlling the vehicle comprises, based on determining to refrain from controlling the vehicle based on the second trajectory, continuing to control the vehicle based on the maximum deceleration.