Emergency Braking Intensity Prediction

Learning-based driving planners are usually trained and evaluated in open loop against logged trajectories. In closed loop, a trajectory with small displacement error can still stall the vehicle, steer it into a conflict with surrounding agents, or be executed with abrupt braking. We introduce Closed-Loop Refinement and Execution (CLRE), a hierarchical receding-horizon control framework designed to mitigate these failure modes while leaving the upstream planner frozen and adding no new learned model. The upper layer treats the nominal trajectory as a reference and solves a finite-horizon optimal control problem that trades route progress against interaction with predicted agents. Solving it from several initializations gives a candidate set, and a prediction-conditioned oriented-bounding-box (OBB) feasibility test retains only candidates whose minimum predicted OBB clearance over the horizon meets a threshold. The lower layer executes the lowest-cost survivor, or a route-centerline backup when none remains, through the tracking controller supplied with the planner, augmented by a range-based speed bound and a saturated proportional braking law. In closed-loop simulation on 126 Bench2Drive routes with VAD as the upstream planner, CLRE raises the driving score from 43.41 to 56.42 and route completion from 57.27 to 72.23, and reduces collision events from 70 to 53.

Frozen adaptive cruise control (ACC) policies can violate constraints when deployment dynamics differ from their training conditions. We propose residual-aware conformal action filtering (RACF), which calibrates residuals of a fixed nominal predictor and converts their quantile into an operating margin for finite-model action projection. Completed transitions update margins and candidate selection without retraining the policy. In a registered comparison over 2,400 controller-trial units, Adaptive RACF achieves 94.3% episode safety, improving by 19.9 percentage points over the evaluated nominal CBF-QP baseline while reducing projection frequency from 8.11% to 6.63%. A controlled study isolates a 4.54-point improvement from residual-margin injection. In a separate matched-hardware evaluation, Adaptive reduces mean amortized rollout time by 21.2% relative to Robust CBF-QP, with 161/180 versus 170/180 safe episodes. We characterize conditions linking one-step residual coverage to constraint satisfaction and quantify the observed safety-computation trade-offs.

Computational models of careful and competent human drivers are essential for scenario-based evaluation of automated driving systems (ADS). However, most existing safety reference models primarily focus on longitudinal braking, neglecting the role of evasive steering in human collision avoidance. This paper proposes a hybrid Fuzzy-Safety Model (FSM-H) that integrates longitudinal mitigation and lateral avoidance within a unified behavioral framework. The braking component is governed by Proactive Fuzzy Safety (PFS) metrics, representing the erosion of longitudinal safety margins, while the steering component is driven by Criticality Fuzzy Safety for lane-change (CFS-LC), capturing lateral conflict severity and maneuver feasibility. A finite-state architecture models the sequential escalation from nominal driving to braking and, when necessary, to evasive steering, incorporating perception-reaction time and lane-check delays to reflect human decision processes. The model is evaluated in reconstructed high-criticality cut-in scenarios and compared with braking-only and steering-only reference strategies. Results show that the hybrid approach expands the preventability envelope while maintaining behavioral plausibility and computational tractability. The proposed framework provides a transparent and explainable human reference model suitable for simulation-based ADS safety benchmarking and regulatory assessment.

How robot body configuration shapes human intervention during approach remains underexplored. We conducted a within-participants study with 41 participants, measuring final stopping distance, subjective comfort, and exploratory eye-tracking responses across four humanoid arm configurations and two spatial scales. Full forward arm extension increased stopping distance by approximately 31-36 cm relative to arms-down. Spatial scale primarily affected comfort and pupil responses without a detectable stopping-distance shift. We introduce the Configuration-Aware Limit Model (CALM), which translates stopping-distance distributions into configuration-dependent population-coverage boundaries. Estimated boundaries at 80% coverage ranged from 0.88 to 1.47 m. In an illustrative one-dimensional planning analysis, reconfiguration enabled a 1.10 m approach goal that was unreachable with arms remaining fully extended under the same nominal pointwise 20% intervention-probability constraint. These findings support treating body configuration as a planning variable while distinguishing physical safety, behavioral intervention, and subjective cost.

Autonomously controlling and handling a vehicle at and beyond its stability limit is a mathematically and computationally demanding task. Prior demonstrations of automated drifting have been limited to research platforms with instantaneous torque delivery and independently actuated wheels, leaving their applicability to production vehicles with actuator latencies and mechanically coupled axles uncertain. To overcome these issues, we design a predictor to compensate for powertrain delays, develop a revised control formulation to accommodate higher actuation latencies as well as a differential coupling on the driven axle, and introduce brake-based velocity stabilization. This paper presents the controller framework, the model extensions, and real-world experimental results. We observe that our controller enables a production sports car with a combustion engine to robustly sustain circular and figure-eight drifts, limiting lateral error to 1.1 m and sideslip overshoot to 0.06 rad despite actuator delays exceeding 250 ms, while mitigating oscillations and maintaining stable path and sideslip tracking. In conclusion, our results establish that autonomous drifting is feasible on production-ready vehicles, opening pathways to advanced safety systems capable of stabilizing cars in scenarios where traditional control fails.

Radar camera fusion is widely used in Automatic Emergency Braking AEB systems because radar provides reliable range and velocity measurements while cameras provide a proper visual confirmation of the objects . Most of the deployed systems perform this confirmation using computationally intensive object detectors. However, if the radar has already localized a target, the camera may only need to verify the obstacles presence rather than solving a full problem by identifying the object. Our work proposes a radar scoped edge density gate that performs obstacle verification within radar guided image regions of interest. This method requires no training data, model weights, or GPU acceleration and was integrated into a complete radar camera fusion AEB system with brake by wire actuation. Evaluated on a real instrumented vehicle across 72 driving sessions and 131,603 camera frames, the proposed approach reduced the camera search space by up to 98.7 percentage, achieved a mean processing latency of 0.121 ms per ROI, an AUC of 0.898, and a recall of 0.994. Across 33 staged threat scenarios, the complete AEB system recorded zero missed brake events.

Autonomous Emergency Braking (AEB) optimization relies on accurately annotated real-world trigger events, particularly rare but critical delayed and false AEB triggers that expose system deficiencies. However, these minority samples comprise less than 5% of thousands of daily triggers, making manual annotation prohibitively expensive at scale. We present the first automated AEB annotation framework to address this problem. During development, we identified two fundamental challenges that severely impair delayed/false trigger annotation accuracy: (1) Extreme class imbalance where delayed/false triggers are overwhelmed by true triggers; (2) Asymmetric label noise where mislabeled majority samples (true triggers) suppress minority samples (delayed/false triggers) learning. To overcome these challenges, we propose two key innovations: (1) Specific data augmentation that synthesizes realistic samples by manipulating focal target attributes, transplanting ego-vehicle dynamics, and masking non-focal agents; (2) noise suppression using stable hardness estimation and probe-guided adaptive threshold to clean mislabeled true trigger samples. Crucially, we deploy our model as a practical annotation system with full-stack architecture, efficiently identifying critical delayed/false triggers from thousands of daily AEB events. Production results demonstrate 80% improvement in recall of delayed/false triggers and 50% reduction in manual workload. Beyond immediate gains, the system enables continuous self-improvement through accumulated high-quality annotations, establishing a necessary data foundation for on-vehicle AEB system optimization

This paper studies how to scale learning-based automatic emergency braking (AEB) with massive unlabeled fleet data under production constraints. Our approach is based on meta-feedback semi-supervised learning (MF-SSL), where a teacher generates pseudo labels for unlabeled driving data and is updated using a small labeled anchor set as safety-critical feedback. In production, anchor ambiguity and labeled-unlabeled mismatch can amplify systematic pseudo-label errors, leading to spurious triggers. We propose a stabilized MF-SSL framework with (i) Noise-Aware Decoupling, which removes ambiguity-prone anchors from the teacher's supervised update path, and (ii) kinematics-gated pseudo-labeling with a teacher conflict penalty to suppress mismatch-induced risk hallucinations on unlabeled data while maintaining broad coverage. Extensive experiments show consistent gains as unlabeled data scale from 1M to 1B windows, improving safety while keeping comfort stable. The 1B-trained student model is deployed to hundreds of thousands of vehicles and validated over $10^9$ km of driving, achieving a positive-to-false activation ratio exceeding 100:1 and a 35% improvement in accident-free driving mileage over a production rule-only baseline.

Surrogate Safety Measures (SSMs) are extensively utilised in the evaluation of traffic risk in automated driving contexts. However, the majority of SSM-based evaluations employ fixed thresholds that fail to capture the human response to sustained borderline conditions or the reaction to brief, high-risk peaks. The present work proposes a biologically inspired reinterpretation of SSM thresholds. This is modelled as spiking thresholds of leaky integrate-and-fire (LIF) neurons, with multiple SSM inputs combined into a spiking neural network (SNN). The SNN is trained to emit spikes that are aligned with human braking onsets. The training data was recorded in a controlled car-following experiment using the 3D-CoAutoSim platform with CARLA/Unreal and a 6-DOF motion platform, where induced critical events were generated. The results demonstrate that the learned spiking activity qualitatively aligns with braking behaviour across scenarios and captures reactions that are not consistently explained by threshold crossings alone. Analysis across participants further indicates that learned input thresholds remain relatively consistent, while learned decay factors encode different temporal sensitivities for the SSMs. The findings of this study indicate that spiking dynamics may serve as a mechanism to facilitate the convergence of objective SSMs with subjective human safety perception.

Recent studies show that gradient-based universal image jailbreaks on vision-language models (VLMs) exhibit little or no cross-model transferability, casting doubt on the feasibility of transferable multimodal jailbreaks. We revisit this conclusion under a strictly untargeted threat model without enforcing a fixed prefix or response pattern. Our preliminary experiment reveals that refusal behavior concentrates at high-entropy tokens during autoregressive decoding, and non-refusal tokens already carry substantial probability mass among the top-ranked candidates before attack. Motivated by this finding, we propose Untargeted Jailbreak via Entropy Maximization(UJEM)-KL, a lightweight attack that maximizes entropy at these decision tokens to flip refusal outcomes, while stabilizing the remaining low-entropy positions to preserve output quality. Across three VLMs and two safety benchmarks, UJEM-KL achieves competitive white-box attack success rates and consistently improves transferability, while remaining effective under representative defenses. Our experimental results indicate that the limited transferability primarily stems from overly constrained optimization objectives.

Reinforcement learning from verifiable emotion rewards RLVER has produced language models with strong empathetic performance, evaluated on benchmarks that assume cooperative, honest users. Yet real emotional interactions systematically violate this assumption: users gaslight, escalate, and pressure AI systems for unconditional validation, dynamics that cooperative benchmarks cannot surface. We construct the Adversarial Empathy Benchmark AEB and introduce the Emotional Consistency Score ECS to evaluate empathetic robustness under adversarial conditions. AEB comprises six psychologically grounded adversarial trajectory types with discriminative reward structures that penalize formulaic responses; ECS formally disentangles a model's capacity to track user emotional states from its capacity to improve them. In a controlled experiment across eight scenario-matched conditions (think and no-think conditions on 2 RLVER models, and 2 base models (Qwen 1.5B and 7B) with 480 adversarial dialogues), RLVER-PPO-Think substantially outperforms the same-scale untuned baseline (0.963 vs. 0.761, $p<0.001, r=0.688$), with zero dialogue collapses and 47% higher hidden-intention detection. However, ECS remains nearly flat and is not significantly different for RLVER-PPO-Think versus Base-7B-Think ($p=0.650$): RL training improves emotional responsiveness without measurable gains in observable state tracking. We interpret the ECS--FS (Final Score) gap as a behavioral/legibility dissociation inside this simulator family, not as evidence about internal understanding or clinical readiness.

Automatic Emergency Braking (AEB) systems represent a safety-critical national interest, with the National Highway Traffic Safety Administration (NHTSA) Federal Motor Vehicle Safety Standard (FMVSS No. 127) requiring AEB in all new light vehicles sold in the United States by September 2029. However, production implementations frequently rely on deterministic stopping-distance or Time-to-Collision (TTC) thresholds that fail to capture uncertainty in sensing, road conditions, and vehicle dynamics. This paper presents a GPU-accelerated Monte Carlo framework for stochastic evaluation of emergency braking performance using a high-fidelity longitudinal vehicle model incorporating aerodynamic drag, road grade, brake actuator dynamics, and weight transfer effects. A one-thread-per-sample execution strategy exploits the independence of Monte Carlo rollouts, while deterministic CPU-generated sampling ensures bit-exact numerical consistency between CPU and GPU implementations. The framework is evaluated across four hardware platforms spanning development and deployment environments: two laptop GPUs (GTX 1650, RTX 5070) and two automotive-grade embedded platforms (Jetson Orin Nano, Jetson AGX Orin). Peak speedups of 54.57x are achieved while maintaining exact numerical agreement. Real-time feasibility analysis with a complete AEB timing budget (700 ms human reaction time minus 120 ms perception and 50 ms decision overhead) demonstrates that the Jetson AGX Orin can execute approximately 25,000 Monte Carlo samples within a 530 ms budget, enabling real-time probabilistic AEB evaluation as part of a complete embedded pipeline. These results establish Monte Carlo-based uncertainty evaluation as a deployable runtime component rather than an offline validation tool and provide quantitative guidance for risk-aware AEB threshold selection under the NHTSA final rule.

Electroencephalography (EEG) signals have been promising for long-term braking intensity prediction but are prone to various artifacts that limit their reliability. Here, we propose a novel framework that models EEG signals as mixtures of independent blind sources and identifies those strongly correlated with braking action. Our method employs independent component analysis to decompose EEG into different components and combines time-frequency analysis with Pearson correlations to select braking-related components. Furthermore, we utilize hierarchical clustering to group braking-related components into two clusters, each characterized by a distinct spatial pattern. Additionally, these components exhibit trial-invariant temporal patterns and demonstrate stable and common neural signatures of the emergency braking process. Using power features from these components and historical braking data, we predict braking intensity at a 200 ms horizon. Evaluations on the open source dataset (O.D.) and human-in-the-loop simulation (H.S.) show that our method outperforms state-of-the-art approaches, achieving RMSE reductions of 8.0% (O.D.) and 23.8% (H.S.).