Patent Publication Number: US-10782693-B2

Title: Prediction-based system and method for trajectory planning of autonomous vehicles

Description:
PRIORITY PATENT APPLICATION 
     This is a continuation-in-part (CIP) patent application drawing priority from U.S. non-provisional patent application Ser. No. 15/698,607; filed Sep. 7, 2017. This present non-provisional CIP patent application draws priority from the referenced patent application. The entire disclosure of the referenced patent application is considered part of the disclosure of the present application and is hereby incorporated by reference herein in its entirety. 
    
    
     COPYRIGHT NOTICE 
     A portion of the disclosure of this patent document contains material that is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the U.S. Patent and Trademark Office patent files or records, but otherwise reserves all copyright rights whatsoever. The following notice applies to the disclosure herein and to the drawings that form a part of this document: Copyright 2016-2017, TuSimple, All Rights Reserved. 
     TECHNICAL FIELD 
     This patent document pertains generally to tools (systems, apparatuses, methodologies, computer program products, etc.) for trajectory planning, vehicle control systems, and autonomous driving systems, and more particularly, but not by way of limitation, to a prediction-based system and method for trajectory planning of autonomous vehicles. 
     BACKGROUND 
     An autonomous vehicle is often configured to follow a trajectory based on a computed driving path. However, when variables such as obstacles are present on the driving path, the autonomous vehicle must perform control operations so that the vehicle may be safely driven by changing the driving path to avoid the obstacles. 
     In the related art, autonomous vehicle control operations have been determined by representing spatial information (e.g., a coordinate, a heading angle, a curvature, etc.) of the driving path as a polynomial expression or mathematical function for a movement distance in order to avoid a stationary obstacle. However, when dynamic obstacles are present on the driving path, the autonomous vehicle according to the related art may not accurately predict whether or not the vehicle will collide with the dynamic obstacles. In particular, the related art does not consider the interaction between the autonomous vehicle and other dynamic vehicles. Therefore, conventional autonomous vehicle control systems cannot accurately predict the future positions of other proximate dynamic vehicles. As a result, the optimal behavior of the conventional autonomous vehicle cannot be achieved. For example, the unexpected behavior of a proximate dynamic obstacle may result in a collision with the conventional autonomous vehicle. 
     SUMMARY 
     A prediction-based system and method for trajectory planning of autonomous vehicles is disclosed herein. Specifically, the present disclosure relates to trajectory planning for autonomous vehicles using a prediction-based method. In one aspect, the system herein may include various sensors, configured to collect perception data, a computing device, and a trajectory prediction module for predicting a trajectory of other vehicles and/or dynamic objects in the vicinity of (proximate to) a host autonomous vehicle. Initially, the computing device generates a trajectory option, while the trajectory prediction module predicts reactions of vehicles and/or dynamic objects examined using data concerning likely trajectories of each vehicle and/or dynamic objects respectively. Data corresponding to predicted reactions can be sent to the computing device to perfect the trajectory option suggested initially. The computing device may subsequently instruct the trajectory prediction module to further collect data and conduct predictions to complete the trajectory planning process. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The various embodiments are illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings in which: 
         FIG. 1  illustrates a block diagram of an example ecosystem in which a prediction-based trajectory planning module of an example embodiment can be implemented; 
         FIG. 2  illustrates an offline training phase for training and building a prediction-based trajectory planning system in an example embodiment; 
         FIGS. 3 and 4  illustrate examples of the context data used to train the trajectory prediction module in the offline training phase; 
         FIG. 5  illustrates an operational or processing workflow for the offline training of the trajectory prediction module in an example embodiment; 
         FIG. 6  illustrates an example embodiment of the components of the prediction-based trajectory planning system and the prediction-based trajectory planning module therein; 
         FIGS. 7 and 8  illustrate an operational or processing workflow for the operational phase use of the prediction-based trajectory planning system in an example embodiment; 
         FIG. 9  is a process flow diagram illustrating an example embodiment of a prediction-based system and method for trajectory planning of autonomous vehicles; and 
         FIG. 10  shows a diagrammatic representation of machine in the example form of a computer system within which a set of instructions when executed may cause the machine to perform any one or more of the methodologies discussed herein. 
     
    
    
     DETAILED DESCRIPTION 
     In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the various embodiments. It will be evident, however, to one of ordinary skill in the art that the various embodiments may be practiced without these specific details. 
     As described in various example embodiments, a prediction-based system and method for trajectory planning of autonomous vehicles are described herein. An example embodiment disclosed herein can be used in the context of an in-vehicle control system  150  in a vehicle ecosystem  101  shown in  FIG. 1 . In one example embodiment, an in-vehicle control system  150  with a prediction-based trajectory planning module  200  resident in a vehicle  105  can be configured like the architecture and ecosystem  101  illustrated in  FIG. 1 . However, it will be apparent to those of ordinary skill in the art that the prediction-based trajectory planning module  200  described and claimed herein can be implemented, configured, and used in a variety of other applications and systems as well. 
     Referring now to  FIG. 1 , a block diagram illustrates an example ecosystem  101  in which an in-vehicle control system  150  and a prediction-based trajectory planning module  200  of an example embodiment can be implemented. These components are described in more detail below. Ecosystem  101  includes a variety of systems and components that can generate and/or deliver one or more sources of information/data and related services to the in-vehicle control system  150  and the prediction-based trajectory planning module  200 , which can be installed in the vehicle  105 . For example, a camera installed in the vehicle  105 , as one of the devices of vehicle subsystems  140 , can generate image and timing data that can be received by the in-vehicle control system  150 . The in-vehicle control system  150  and an image processing module executing therein can receive this image and timing data input. The image processing module can extract object data from the image and timing data to identify objects in the proximity of the vehicle. As described in more detail below, the prediction-based trajectory planning module  200  can process the object data and generate a trajectory for the vehicle based on the detected objects. The trajectory can be used by an autonomous vehicle control subsystem, as another one of the subsystems of vehicle subsystems  140 . The autonomous vehicle control subsystem, for example, can use the real-time generated trajectory to safely and efficiently navigate the vehicle  105  through a real world driving environment while avoiding obstacles and safely controlling the vehicle. 
     In an example embodiment as described herein, the in-vehicle control system  150  can be in data communication with a plurality of vehicle subsystems  140 , all of which can be resident in a user&#39;s vehicle  105 . A vehicle subsystem interface  141  is provided to facilitate data communication between the in-vehicle control system  150  and the plurality of vehicle subsystems  140 . The in-vehicle control system  150  can be configured to include a data processor  171  to execute the prediction-based trajectory planning module  200  for processing object data received from one or more of the vehicle subsystems  140 . The data processor  171  can be combined with a data storage device  172  as part of a computing system  170  in the in-vehicle control system  150 . The data storage device  172  can be used to store data, processing parameters, and data processing instructions. A processing module interface  165  can be provided to facilitate data communications between the data processor  171  and the prediction-based trajectory planning module  200 . In various example embodiments, a plurality of processing modules, configured similarly to prediction-based trajectory planning module  200 , can be provided for execution by data processor  171 . As shown by the dashed lines in  FIG. 1 , the prediction-based trajectory planning module  200  can be integrated into the in-vehicle control system  150 , optionally downloaded to the in-vehicle control system  150 , or deployed separately from the in-vehicle control system  150 . 
     The in-vehicle control system  150  can be configured to receive or transmit data from/to a wide-area network  120  and network resources  122  connected thereto. An in-vehicle web-enabled device  130  and/or a user mobile device  132  can be used to communicate via network  120 . A web-enabled device interface  131  can be used by the in-vehicle control system  150  to facilitate data communication between the in-vehicle control system  150  and the network  120  via the in-vehicle web-enabled device  130 . Similarly, a user mobile device interface  133  can be used by the in-vehicle control system  150  to facilitate data communication between the in-vehicle control system  150  and the network  120  via the user mobile device  132 . In this manner, the in-vehicle control system  150  can obtain real-time access to network resources  122  via network  120 . The network resources  122  can be used to obtain processing modules for execution by data processor  171 , data content to train internal neural networks, system parameters, or other data. 
     The ecosystem  101  can include a wide area data network  120 . The network  120  represents one or more conventional wide area data networks, such as the Internet, a cellular telephone network, satellite network, pager network, a wireless broadcast network, gaming network, WiFi network, peer-to-peer network, Voice over IP (VoIP) network, etc. One or more of these networks  120  can be used to connect a user or client system with network resources  122 , such as websites, servers, central control sites, or the like. The network resources  122  can generate and/or distribute data, which can be received in vehicle  105  via in-vehicle web-enabled devices  130  or user mobile devices  132 . The network resources  122  can also host network cloud services, which can support the functionality used to compute or assist in processing object input or object input analysis. Antennas can serve to connect the in-vehicle control system  150  and the prediction-based trajectory planning module  200  with the data network  120  via cellular, satellite, radio, or other conventional signal reception mechanisms. Such cellular data networks are currently available (e.g., Verizon™, AT&amp;T™, T-Mobile™, etc.). Such satellite-based data or content networks are also currently available (e.g., SiriusXM™, HughesNet™, etc.). The conventional broadcast networks, such as AM/FM radio networks, pager networks, UHF networks, gaming networks, WiFi networks, peer-to-peer networks, Voice over IP (VoIP) networks, and the like are also well-known. Thus, as described in more detail below, the in-vehicle control system  150  and the prediction-based trajectory planning module  200  can receive web-based data or content via an in-vehicle web-enabled device interface  131 , which can be used to connect with the in-vehicle web-enabled device receiver  130  and network  120 . In this manner, the in-vehicle control system  150  and the prediction-based trajectory planning module  200  can support a variety of network-connectable in-vehicle devices and systems from within a vehicle  105 . 
     As shown in  FIG. 1 , the in-vehicle control system  150  and the prediction-based trajectory planning module  200  can also receive data, object processing control parameters, and training content from user mobile devices  132 , which can be located inside or proximately to the vehicle  105 . The user mobile devices  132  can represent standard mobile devices, such as cellular phones, smartphones, personal digital assistants (PDA&#39;s), MP3 players, tablet computing devices (e.g., iPad™), laptop computers, CD players, and other mobile devices, which can produce, receive, and/or deliver data, object processing control parameters, and content for the in-vehicle control system  150  and the prediction-based trajectory planning module  200 . As shown in  FIG. 1 , the mobile devices  132  can also be in data communication with the network cloud  120 . The mobile devices  132  can source data and content from internal memory components of the mobile devices  132  themselves or from network resources  122  via network  120 . Additionally, mobile devices  132  can themselves include a GPS data receiver, accelerometers, WiFi triangulation, or other geo-location sensors or components in the mobile device, which can be used to determine the real-time geo-location of the user (via the mobile device) at any moment in time. In any case, the in-vehicle control system  150  and the prediction-based trajectory planning module  200  can receive data from the mobile devices  132  as shown in  FIG. 1 . 
     Referring still to  FIG. 1 , the example embodiment of ecosystem  101  can include vehicle operational subsystems  140 . For embodiments that are implemented in a vehicle  105 , many standard vehicles include operational subsystems, such as electronic control units (ECUs), supporting monitoring/control subsystems for the engine, brakes, transmission, electrical system, emissions system, interior environment, and the like. For example, data signals communicated from the vehicle operational subsystems  140  (e.g., ECUs of the vehicle  105 ) to the in-vehicle control system  150  via vehicle subsystem interface  141  may include information about the state of one or more of the components or subsystems of the vehicle  105 . In particular, the data signals, which can be communicated from the vehicle operational subsystems  140  to a Controller Area Network (CAN) bus of the vehicle  105 , can be received and processed by the in-vehicle control system  150  via vehicle subsystem interface  141 . Embodiments of the systems and methods described herein can be used with substantially any mechanized system that uses a CAN bus or similar data communications bus as defined herein, including, but not limited to, industrial equipment, boats, trucks, machinery, or automobiles; thus, the term “vehicle” as used herein can include any such mechanized systems. Embodiments of the systems and methods described herein can also be used with any systems employing some form of network data communications; however, such network communications are not required. 
     Referring still to  FIG. 1 , the example embodiment of ecosystem  101 , and the vehicle operational subsystems  140  therein, can include a variety of vehicle subsystems in support of the operation of vehicle  105 . In general, the vehicle  105  may take the form of a car, truck, motorcycle, bus, boat, airplane, helicopter, lawn mower, earth mover, snowmobile, aircraft, recreational vehicle, amusement park vehicle, farm equipment, construction equipment, tram, golf cart, train, and trolley, for example. Other vehicles are possible as well. The vehicle  105  may be configured to operate fully or partially in an autonomous mode. For example, the vehicle  105  may control itself while in the autonomous mode, and may be operable to determine a current state of the vehicle and its context in its environment, determine a predicted behavior of at least one other vehicle in the context of the environment, determine a confidence level that may correspond to a likelihood of the at least one other vehicle to perform the predicted behavior, and control the vehicle  105  based on the determined information. While in autonomous mode, the vehicle  105  may be configured to operate without human interaction. 
     The vehicle  105  may include various vehicle subsystems such as a vehicle drive subsystem  142 , vehicle sensor subsystem  144 , vehicle control subsystem  146 , and occupant interface subsystem  148 . As described above, the vehicle  105  may also include the in-vehicle control system  150 , the computing system  170 , and the prediction-based trajectory planning module  200 . The vehicle  105  may include more or fewer subsystems and each subsystem could include multiple elements. Further, each of the subsystems and elements of vehicle  105  could be interconnected. Thus, one or more of the described functions of the vehicle  105  may be divided up into additional functional or physical components or combined into fewer functional or physical components. In some further examples, additional functional and physical components may be added to the examples illustrated by  FIG. 1 . 
     The vehicle drive subsystem  142  may include components operable to provide powered motion for the vehicle  105 . In an example embodiment, the vehicle drive subsystem  142  may include an engine or motor, wheels/tires, a transmission, an electrical subsystem, and a power source. The engine or motor may be any combination of an internal combustion engine, an electric motor, steam engine, fuel cell engine, propane engine, or other types of engines or motors. In some example embodiments, the engine may be configured to convert a power source into mechanical energy. In some example embodiments, the vehicle drive subsystem  142  may include multiple types of engines or motors. For instance, a gas-electric hybrid car could include a gasoline engine and an electric motor. Other examples are possible. 
     The wheels of the vehicle  105  may be standard tires. The wheels of the vehicle  105  may be configured in various formats, including a unicycle, bicycle, tricycle, or a four-wheel format, such as on a car or a truck, for example. Other wheel geometries are possible, such as those including six or more wheels. Any combination of the wheels of vehicle  105  may be operable to rotate differentially with respect to other wheels. The wheels may represent at least one wheel that is fixedly attached to the transmission and at least one tire coupled to a rim of the wheel that could make contact with the driving surface. The wheels may include a combination of metal and rubber, or another combination of materials. The transmission may include elements that are operable to transmit mechanical power from the engine to the wheels. For this purpose, the transmission could include a gearbox, a clutch, a differential, and drive shafts. The transmission may include other elements as well. The drive shafts may include one or more axles that could be coupled to one or more wheels. The electrical system may include elements that are operable to transfer and control electrical signals in the vehicle  105 . These electrical signals can be used to activate lights, servos, electrical motors, and other electrically driven or controlled devices of the vehicle  105 . The power source may represent a source of energy that may, in full or in part, power the engine or motor. That is, the engine or motor could be configured to convert the power source into mechanical energy. Examples of power sources include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, fuel cell, solar panels, batteries, and other sources of electrical power. The power source could additionally or alternatively include any combination of fuel tanks, batteries, capacitors, or flywheels. The power source may also provide energy for other subsystems of the vehicle  105 . 
     The vehicle sensor subsystem  144  may include a number of sensors configured to sense information about an environment or condition of the vehicle  105 . For example, the vehicle sensor subsystem  144  may include an inertial measurement unit (IMU), a Global Positioning System (GPS) transceiver, a RADAR unit, a laser range finder/LIDAR unit, and one or more cameras or image capture devices. The vehicle sensor subsystem  144  may also include sensors configured to monitor internal systems of the vehicle  105  (e.g., an O2 monitor, a fuel gauge, an engine oil temperature). Other sensors are possible as well. One or more of the sensors included in the vehicle sensor subsystem  144  may be configured to be actuated separately or collectively in order to modify a position, an orientation, or both, of the one or more sensors. 
     The IMU may include any combination of sensors (e.g., accelerometers and gyroscopes) configured to sense position and orientation changes of the vehicle  105  based on inertial acceleration. The GPS transceiver may be any sensor configured to estimate a geographic location of the vehicle  105 . For this purpose, the GPS transceiver may include a receiver/transmitter operable to provide information regarding the position of the vehicle  105  with respect to the Earth. The RADAR unit may represent a system that utilizes radio signals to sense objects within the local environment of the vehicle  105 . In some embodiments, in addition to sensing the objects, the RADAR unit may additionally be configured to sense the speed and the heading of the objects proximate to the vehicle  105 . The laser range finder or LIDAR unit may be any sensor configured to sense objects in the environment in which the vehicle  105  is located using lasers. In an example embodiment, the laser range finder/LIDAR unit may include one or more laser sources, a laser scanner, and one or more detectors, among other system components. The laser range finder/LIDAR unit could be configured to operate in a coherent (e.g., using heterodyne detection) or an incoherent detection mode. The cameras may include one or more devices configured to capture a plurality of images of the environment of the vehicle  105 . The cameras may be still image cameras or motion video cameras. 
     The vehicle control system  146  may be configured to control operation of the vehicle  105  and its components. Accordingly, the vehicle control system  146  may include various elements such as a steering unit, a throttle, a brake unit, a navigation unit, and an autonomous control unit. 
     The steering unit may represent any combination of mechanisms that may be operable to adjust the heading of vehicle  105 . The throttle may be configured to control, for instance, the operating speed of the engine and, in turn, control the speed of the vehicle  105 . The brake unit can include any combination of mechanisms configured to decelerate the vehicle  105 . The brake unit can use friction to slow the wheels in a standard manner. In other embodiments, the brake unit may convert the kinetic energy of the wheels to electric current. The brake unit may take other forms as well. The navigation unit may be any system configured to determine a driving path or route for the vehicle  105 . The navigation unit may additionally be configured to update the driving path dynamically while the vehicle  105  is in operation. In some embodiments, the navigation unit may be configured to incorporate data from the prediction-based trajectory planning module  200 , the GPS transceiver, and one or more predetermined maps so as to determine the driving path for the vehicle  105 . The autonomous control unit may represent a control system configured to identify, evaluate, and avoid or otherwise negotiate potential obstacles in the environment of the vehicle  105 . In general, the autonomous control unit may be configured to control the vehicle  105  for operation without a driver or to provide driver assistance in controlling the vehicle  105 . In some embodiments, the autonomous control unit may be configured to incorporate data from the prediction-based trajectory planning module  200 , the GPS transceiver, the RADAR, the LIDAR, the cameras, and other vehicle subsystems to determine the driving path or trajectory for the vehicle  105 . The vehicle control system  146  may additionally or alternatively include components other than those shown and described. 
     Occupant interface subsystems  148  may be configured to allow interaction between the vehicle  105  and external sensors, other vehicles, other computer systems, and/or an occupant or user of vehicle  105 . For example, the occupant interface subsystems  148  may include standard visual display devices (e.g., plasma displays, liquid crystal displays (LCDs), touchscreen displays, heads-up displays, or the like), speakers or other audio output devices, microphones or other audio input devices, navigation interfaces, and interfaces for controlling the internal environment (e.g., temperature, fan, etc.) of the vehicle  105 . 
     In an example embodiment, the occupant interface subsystems  148  may provide, for instance, means for a user/occupant of the vehicle  105  to interact with the other vehicle subsystems. The visual display devices may provide information to a user of the vehicle  105 . The user interface devices can also be operable to accept input from the user via a touchscreen. The touchscreen may be configured to sense at least one of a position and a movement of a user&#39;s finger via capacitive sensing, resistance sensing, or a surface acoustic wave process, among other possibilities. The touchscreen may be capable of sensing finger movement in a direction parallel or planar to the touchscreen surface, in a direction normal to the touchscreen surface, or both, and may also be capable of sensing a level of pressure applied to the touchscreen surface. The touchscreen may be formed of one or more translucent or transparent insulating layers and one or more translucent or transparent conducting layers. The touchscreen may take other forms as well. 
     In other instances, the occupant interface subsystems  148  may provide means for the vehicle  105  to communicate with devices within its environment. The microphone may be configured to receive audio (e.g., a voice command or other audio input) from a user of the vehicle  105 . Similarly, the speakers may be configured to output audio to a user of the vehicle  105 . In one example embodiment, the occupant interface subsystems  148  may be configured to wirelessly communicate with one or more devices directly or via a communication network. For example, a wireless communication system could use 3G cellular communication, such as CDMA, EVDO, GSM/GPRS, or 4G cellular communication, such as WiMAX or LTE. Alternatively, the wireless communication system may communicate with a wireless local area network (WLAN), for example, using WIFI®. In some embodiments, the wireless communication system  146  may communicate directly with a device, for example, using an infrared link, BLUETOOTH®, or ZIGBEE®. Other wireless protocols, such as various vehicular communication systems, are possible within the context of the disclosure. For example, the wireless communication system may include one or more dedicated short range communications (DSRC) devices that may include public or private data communications between vehicles and/or roadside stations. 
     Many or all of the functions of the vehicle  105  can be controlled by the computing system  170 . The computing system  170  may include at least one data processor  171  (which can include at least one microprocessor) that executes processing instructions stored in a non-transitory computer readable medium, such as the data storage device  172 . The computing system  170  may also represent a plurality of computing devices that may serve to control individual components or subsystems of the vehicle  105  in a distributed fashion. In some embodiments, the data storage device  172  may contain processing instructions (e.g., program logic) executable by the data processor  171  to perform various functions of the vehicle  105 , including those described herein in connection with the drawings. The data storage device  172  may contain additional instructions as well, including instructions to transmit data to, receive data from, interact with, or control one or more of the vehicle drive subsystem  140 , the vehicle sensor subsystem  144 , the vehicle control subsystem  146 , and the occupant interface subsystems  148 . 
     In addition to the processing instructions, the data storage device  172  may store data such as object processing parameters, training data, roadway maps, and path information, among other information. Such information may be used by the vehicle  105  and the computing system  170  during the operation of the vehicle  105  in the autonomous, semi-autonomous, and/or manual modes. 
     The vehicle  105  may include a user interface for providing information to or receiving input from a user or occupant of the vehicle  105 . The user interface may control or enable control of the content and the layout of interactive images that may be displayed on a display device. Further, the user interface may include one or more input/output devices within the set of occupant interface subsystems  148 , such as the display device, the speakers, the microphones, or a wireless communication system. 
     The computing system  170  may control the function of the vehicle  105  based on inputs received from various vehicle subsystems (e.g., the vehicle drive subsystem  140 , the vehicle sensor subsystem  144 , and the vehicle control subsystem  146 ), as well as from the occupant interface subsystem  148 . For example, the computing system  170  may use input from the vehicle control system  146  in order to control the steering unit to avoid an obstacle detected by the vehicle sensor subsystem  144  and follow a path or trajectory generated by the prediction-based trajectory planning module  200 . In an example embodiment, the computing system  170  can be operable to provide control over many aspects of the vehicle  105  and its subsystems. 
     Although  FIG. 1  shows various components of vehicle  105 , e.g., vehicle subsystems  140 , computing system  170 , data storage device  172 , and prediction-based trajectory planning module  200 , as being integrated into the vehicle  105 , one or more of these components could be mounted or associated separately from the vehicle  105 . For example, data storage device  172  could, in part or in full, exist separate from the vehicle  105 . Thus, the vehicle  105  could be provided in the form of device elements that may be located separately or together. The device elements that make up vehicle  105  could be communicatively coupled together in a wired or wireless fashion. 
     Additionally, other data and/or content (denoted herein as ancillary data) can be obtained from local and/or remote sources by the in-vehicle control system  150  as described above. The ancillary data can be used to augment, modify, or train the operation of the prediction-based trajectory planning module  200  based on a variety of factors including, the context in which the user is operating the vehicle (e.g., the location of the vehicle, the specified destination, direction of travel, speed, the time of day, the status of the vehicle, etc.), and a variety of other data obtainable from the variety of sources, local and remote, as described herein. 
     In a particular embodiment, the in-vehicle control system  150  and the prediction-based trajectory planning module  200  can be implemented as in-vehicle components of vehicle  105 . In various example embodiments, the in-vehicle control system  150  and the prediction-based trajectory planning module  200  in data communication therewith can be implemented as integrated components or as separate components. In an example embodiment, the software components of the in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  can be dynamically upgraded, modified, and/or augmented by use of the data connection with the mobile devices  132  and/or the network resources  122  via network  120 . The in-vehicle control system  150  can periodically query a mobile device  132  or a network resource  122  for updates or updates can be pushed to the in-vehicle control system  150 . 
     Prediction-Based System and Method for Trajectory Planning of Autonomous Vehicles 
     As described in various example embodiments, a prediction-based system and method for trajectory planning of autonomous vehicles are described herein. Specifically, the present disclosure relates to trajectory planning for autonomous vehicles using a prediction-based method. In one aspect, the system herein may include various sensors, configured to collect perception data, a computing device, and a trajectory prediction module for predicting a trajectory of other vehicles and/or dynamic objects in the vicinity of (proximate to) the host autonomous vehicle. Initially, the computing device generates a trajectory option, while the trajectory prediction module predicts reactions of vehicles and/or dynamic objects examined using data concerning likely trajectories of each vehicle and/or dynamic objects respectively. Data corresponding to predicted reactions can be sent to the computing device to perfect the trajectory option suggested initially. The computing device may subsequently instruct the trajectory prediction module to further collect data and conduct predictions to complete the trajectory planning process. 
     The disclosed embodiments take advantage of the perception information, which includes status and context information from a host autonomous vehicle to predict the behavior of the proximate vehicles that might have an influence on the host vehicle. An example embodiment uses machine learning techniques to analyze the massive perception and context data recorded from the behavior of vehicles and drivers in real world traffic environments. This analysis of the perception and context data enables the embodiments to accurately predict the behavior of proximate vehicles and objects for a context in which the host vehicle is operating. Once the predicted behavior of proximate vehicles and objects is determined, the example embodiments can use a motion planning process to generate the predicted trajectory for each of the proximate vehicles. The predicted trajectory for each of the proximate vehicles can be compared with the desired or proposed trajectory for the host vehicle and potential conflicts can be determined. The trajectory for the host vehicle can be modified to avoid the potential conflicts with the proximate vehicles. One purpose of the prediction-based system and method for trajectory planning is to avoid collision of the host vehicle with other proximate vehicles and objects on the road. Other traditional methods for collision avoidance use only the historical information from the host vehicle itself. As described in detail herein, the various embodiments use context information of the host vehicle and proximate vehicles to predict the behavior and trajectories of the vehicles based on training data. As a result, the prediction-based trajectory planning system of the example embodiments can effectively control an autonomous vehicle in traffic. 
     Referring now to  FIG. 2 , an example embodiment disclosed herein can be used in the context of a prediction-based trajectory planning system  202  for autonomous vehicles. In an example embodiment, the prediction-based trajectory planning system  202  can include a trajectory prediction module  175  (described in more detail below), which can be implemented as a machine learning system, neural network, or the like. As such, the example embodiment can be implemented in two phases: an offline training phase and an operational phase. The training phase is used to train and configure the parameters of the machine learning system or neural network of the trajectory prediction module  175  or any other component of the prediction-based trajectory planning system  202  implemented with a machine learning system or neural network. The operational phase is used after the machine learning components have been trained and are ready to support the generation of predicted vehicle or object trajectories as described in more detail below. 
     Referring again to  FIG. 2 , the offline training phase for training and building a prediction-based trajectory planning system in an example embodiment is illustrated. In the training phase, the training data collection system  201  can be used to generate, train, and/or configure the trajectory prediction module  175  or any other machine learning components of the prediction-based trajectory planning system  202 . As described in more detail below for an example embodiment, the prediction-based trajectory planning system  202  can use the trained and configured trajectory prediction module  175  during the operational phase to generate predicted vehicle or object trajectories based on perception data provided to the prediction-based trajectory planning system  202  and based on the training the trajectory prediction module  175  receives from the training data collection system  201  during the training phase. 
     The training data collection system  201  can include a plurality of training data gathering mechanisms including obtaining training data or training images from a library or human driving database, and obtaining training data or training images from an array of perception information gathering devices or sensors that may include image generating devices (e.g., cameras), light amplification by stimulated emission of radiation (laser) devices, light detection and ranging (LIDAR) devices, global positioning system (GPS) devices, sound navigation and ranging (sonar) devices, radio detection and ranging (radar) devices, and the like. The perception information gathered by the information gathering devices at various traffic locations can include traffic or vehicle image data, roadway data, environmental data, distance data from LIDAR or radar devices, and other sensor information received from the information gathering devices of the training data collection system  201  positioned adjacent to particular roadways (e.g., monitored locations). Additionally, the training data collection system  201  can include information gathering devices installed in moving test vehicles being navigated through pre-defined routings in an environment or location of interest. The perception information can include data from which a position and velocity of neighboring vehicles in the vicinity of or proximate to the autonomous vehicle or host vehicle can be obtained or calculated. Corresponding ground truth data can also be gathered by the training data collection system  201 . As a result, the perception information, ground truth data, and other available information can be obtained, processed, and used to build a training dataset for training and configuring the machine learning components of the prediction-based trajectory planning system  202 . 
     The training data collection system  201  can thereby collect actual trajectories of vehicles and corresponding ground truth data under different scenarios and different driver actions and intentions in a context. The different scenarios can correspond to different locations, different traffic patterns, different environmental conditions, and the like. The scenarios can be represented, for example, by an occupancy grid, a collection of vehicle states on a map, or a graphical representation, such as a top-down image of one or more areas of interest. The driver actions, behaviors, and intentions can correspond to a driver&#39;s short term driving goals, such as turning left or right, accelerating or decelerating, merging, making right turn at an intersection, making a U-turn, and the like. The driver actions, behaviors, and intentions can also correspond to a set of driver or vehicle control actions to accomplish a particular short term driving goal. 
     The image data and other perception data, ground truth data, context data, and other training data collected by the training data collection system  201  reflects truly realistic, real-world traffic information related to the locations or routings, the scenarios, and the driver actions, behaviors, and intentions being monitored. Using the standard capabilities of well-known data collection devices, the gathered traffic and vehicle image data and other perception or sensor data can be wirelessly transferred (or otherwise transferred) to a data processor of a standard computing system, upon which the training data collection system  201  can be executed. Alternatively, the gathered traffic and vehicle image data and other perception or sensor data can be stored in a memory device at the monitored location or in the test vehicle and transferred later to the data processor of the standard computing system. The traffic and vehicle image data and other perception or sensor data, the ground truth data, the driver action and intention data, and other related data gathered or calculated by the training data collection system  201  can be used to generate the training data, which can be used to build, train, and/or configure the trajectory prediction module  175  in the training phase. For example, as well-known, neural networks or other machine learning systems can be trained to produce configured output based on training data provided to the neural network or other machine learning system in a training phase. The training data provided by the training data collection system  201  can be used to build, train, and/or configure the trajectory prediction module  175  or any other machine learning components of the prediction-based trajectory planning system  202  to generate predicted vehicle or object trajectories given a current context and the training received during the training phase. As a result, the prediction-based trajectory planning system  202  can use the trained trajectory prediction module  175  and the real-world perception data  210  (shown in  FIG. 6 ) in the operational phase to generate proximate vehicle or object trajectories. Thus, the example embodiments use the training data collection system  201  to collect context data corresponding to human driving behaviors and then use the prediction-based trajectory planning system  202  and the trained trajectory prediction module  175  therein to generate predicted vehicle trajectories based on the human driving behaviors. Additionally during the training phase, the example embodiments can use a loss function to examine and correct the results of the training provided to the trajectory prediction module  175  by the training data collection system  201 . Because the trajectory prediction module  175  is trained in the training phase using real world, human behavior data, the predicted behavior and trajectories of vehicles or objects produced by the trajectory prediction module  175  are closely correlated to the actual behavior and trajectories of vehicles in real world environments with human drivers and based on a human driver behavior model implemented by the training data collection system  201 . 
       FIG. 3  illustrates an example  401  of the context data used to train the trajectory prediction module  175  in the offline training phase. In the example  401 , a host vehicle marked A is shown in a center lane of a three-lane roadway. As shown in the example  401 , the host vehicle A can be operating in a context in which vehicles or objects in any of six proximate vehicles locations (P 1 , P 2 , . . . P 6 ) can be operating nearby or proximate to the location of the host vehicle A. In the example  401 , a leading proximate vehicle P 2  is driving in the same lane as the host vehicle A and ahead of the host vehicle A. The following vehicle P 5  is driving in the same lane as the host vehicle A and behind the host vehicle A. The proximate vehicle P 1  is driving in the lane to the left of the lane occupied by the host vehicle A and ahead of the host vehicle A. The proximate vehicle P 3  is driving in the lane to the right of the lane occupied by the host vehicle A and ahead of the host vehicle A. The proximate vehicle P 4  is driving in the lane to the left of the lane occupied by the host vehicle A and behind the host vehicle A. The proximate vehicle P 6  is driving in the lane to the right of the lane occupied by the host vehicle A and behind the host vehicle A. As such, host vehicle A can be positioned in a context relative to the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ) illustrated in  FIG. 3 . It will be apparent to those of ordinary skill in the art in view of the disclosure herein that a different number of proximate vehicle positions can be equivalently used to define a context for the host vehicle A. Moreover, it will be understood by those of ordinary skill in the art in view of the disclosure herein that not all of the proximate vehicle positions may be occupied by an actual vehicle or object in a real world scenario. In an example embodiment, a coordinate system (l, d) can be used to define the location of the host vehicle A relative to the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ). In one embodiment, the l axis can be aligned parallel with the lane markers of the roadway. The d axis can be oriented perpendicularly to the l axis and the lane markers of the roadway. As a result, the position of the host vehicle A relative to the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ) can be readily determined. In an alternative embodiment, the position of the host vehicle A and the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ) can be represented with world coordinates, GPS coordinates, or the like. It will be apparent to those of ordinary skill in the art in view of the disclosure herein that a different coordinate system can be equivalently used to define a position of the host vehicle A relative to the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ). The coordinate system provides a convenient and accurate way to generate coordinate transformations to virtually shift the position of the host vehicle A to or from any of the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ). As described in more detail below, this coordinate transformation is useful for shifting perception data captured by the host vehicle A to a context corresponding to any of the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ). 
     Referring now to  FIG. 4 , the context data used to train the trajectory prediction module  175  in the offline training phase is further illustrated in an example embodiment. In the example  402 , the proximate vehicle P 5  is shown in a center lane of a three-lane roadway. A similar example can apply to each of the six proximate vehicle locations (P 1 , P 2 , . . . P 6 ). Vehicles or objects operating in each of the proximate vehicles locations (P 1 , P 2 , . . . P 6 ) typically behave in three basic ways with respect to heading or direction of travel and one basic way with respect to rate or acceleration. As shown in  FIG. 4 , the three basic directionality behaviors of the proximate vehicles with respect to heading or direction of travel are: 1) left turn, 2) straight [no turn], and 3) right turn. The one basic rate behavior of the proximate vehicles is acceleration or deceleration. The directionality and rate behaviors of the proximate vehicles can be used when the training data is generated to enable the trajectory prediction module  175  to learn and thus, predict the likely behavior of proximate vehicles based on the human driving data embodied in the training data. For example, images included in the training data can be labeled using human labelers or automated processes to associate a label having behavior and direction information with each instance of a vehicle in the training data. In the example embodiment, regression techniques can be used for acceleration prediction using the human driving data to produce a regressing model for acceleration prediction. As shown in  FIG. 4 , the labels or labeling data can include context information that defines the directionality and rate behaviors of the vehicles represented in the training data. When this training data is used to train the trajectory prediction module  175  in the training phase, the trajectory prediction module  175  will retain information related to the context and behaviors of vehicles in real world environments. This vehicle context and behavior information can be used by the trajectory prediction module  175  to infer the likely behaviors of the proximate vehicles given a similar context. As a result, the trajectory prediction module  175  can be trained and configured to perform intention, behavior, and trajectory prediction relative to proximate vehicles. 
       FIG. 5  illustrates an operational or processing workflow  500  for the offline training of the trajectory prediction module  175  in an example embodiment. In operation block  501 , the prediction-based trajectory planning system  202  can receive training data including human driving data from the training data collection system  201  as described above. The prediction-based trajectory planning system  202  can then perform filtering and smoothing of the training data (operation block  503 ). The smoothing can include removing spurious or outlier data. Then in operation block  505 , context extraction is performed from the training data including extraction of vehicle or object statistics and labeling (e.g., vehicle or object behavior with direction). An example embodiment can use regression to predict acceleration (operation block  505 ). Finally, the training data collection system  201  can use the training data and context data to train the trajectory prediction module  175  to perform intention, behavior, and trajectory prediction relative to proximate vehicles (operation block  507 ). 
     Referring now to  FIG. 6 , after the trajectory prediction module  175  of the prediction-based trajectory planning system  202  is trained in the offline training phase as described above, the trajectory prediction module  175  can be deployed in an operational phase of the prediction-based trajectory planning system  202 . In the operational phase, the prediction-based trajectory planning system  202  can use the trained trajectory prediction module  175  to generate predicted vehicle or object trajectories based on a human driver behavior model as described above. The operational phase of the prediction-based trajectory planning system  202  is described in more detail below. 
     Referring again to  FIG. 6 , a diagram illustrates an example embodiment of the components of the prediction-based trajectory planning system  202  and the prediction-based trajectory planning module  200  therein. In the example embodiment, the prediction-based trajectory planning module  200  can be configured to include a trajectory processing module  173  and the trained trajectory prediction module  175 . As described in more detail below, the trajectory processing module  173  serves to enable generation of a trajectory for the host vehicle (e.g., the autonomous vehicle). The trained trajectory prediction module  175  serves to enable generation of predicted trajectories of proximate vehicles near the host vehicle. The vehicle trajectories can be generated based on input perception data  210  received from one or more of the vehicle sensor subsystems  144 , including one or more cameras, and processed by an image processing module to identify proximate agents (e.g., moving vehicles, dynamic objects, or other objects in the proximate vicinity of the host vehicle). The generated proximate vehicle trajectories are also based on the training of the trajectory prediction module  175  by the training data collection system  201  as described above. The trajectory processing module  173  and the trajectory prediction module  175  can be configured as software modules executed by the data processor  171  of the in-vehicle control system  150 . The modules  173  and  175  of the prediction-based trajectory planning module  200  can receive the input perception data  210  and produce a trajectory  220 , which can be used by the autonomous control subsystem of the vehicle control subsystem  146  to more efficiently and safely control the host vehicle  105 . As part of their trajectory planning processing, the trajectory processing module  173  and the trajectory prediction module  175  can be configured to work with trajectory planning and prediction configuration parameters  174 , which can be used to customize and fine tune the operation of the prediction-based trajectory planning module  200 . The trajectory planning and prediction configuration parameters  174  can be stored in a memory  172  of the in-vehicle control system  150 . 
     In the example embodiment, the prediction-based trajectory planning module  200  can be configured to include an interface with the in-vehicle control system  150 , as shown in  FIG. 1 , through which the prediction-based trajectory planning module  200  can send and receive data as described herein. Additionally, the prediction-based trajectory planning module  200  can be configured to include an interface with the in-vehicle control system  150  and/or other ecosystem  101  subsystems through which the prediction-based trajectory planning module  200  can receive ancillary data from the various data sources described above. As described above, the prediction-based trajectory planning module  200  can also be implemented in systems and platforms that are not deployed in a vehicle and not necessarily used in or with a vehicle. 
     In an example embodiment as shown in  FIG. 6 , the prediction-based trajectory planning module  200  can be configured to include the trajectory processing module  173  and the trained trajectory prediction module  175 , as well as other processing modules not shown for clarity. Each of these modules can be implemented as software, firmware, or other logic components executing or activated within an executable environment of the prediction-based trajectory planning module  200  operating within or in data communication with the in-vehicle control system  150 . Each of these modules of an example embodiment is described in more detail below in connection with the figures provided herein. 
     As a result of the processing performed by the prediction-based trajectory planning system  202 , data corresponding to predicted or simulated vehicle behaviors and predicted or simulated vehicle or object trajectories can be produced and fed back into the prediction-based trajectory planning system  202  to improve the accuracy of the predicted trajectories. Ultimately, the improved prediction-based trajectory planning system  202  can be used to provide highly accurate predicted traffic trajectory information to a user or for configuration of a control system of an autonomous vehicle. In a particular example, the predicted or simulated traffic trajectory information can be provided to a system component used to create a virtual world where a control system for an autonomous vehicle can be trained and improved. The virtual world is configured to be identical (as possible) to the real world where vehicles are operated by human drivers. In other words, the predicted or simulated traffic trajectory information generated by the prediction-based trajectory planning system  202  is directly and indirectly useful for configuring the control systems for an autonomous vehicle. It will be apparent to those of ordinary skill in the art that the prediction-based trajectory planning system  202  and the predicted or simulated traffic trajectory information described and claimed herein can be implemented, configured, processed, and used in a variety of other applications and systems as well. 
     Referring again to  FIG. 6 , the prediction-based trajectory planning module  200 , and the trajectory processing module  173  therein, can receive input perception data  210  from one or more of the vehicle sensor subsystems  144 , including one or more cameras. The image data from the vehicle sensor subsystems  144  can be processed by an image processing module to identify proximate agents or other objects (e.g., moving vehicles, dynamic objects, or other objects in the proximate vicinity of the vehicle  105 ). The process of semantic segmentation can be used for this purpose. The information related to the identified proximate agents or other objects can be received by the prediction-based trajectory planning module  200 , and the trajectory processing module  173  therein, as input perception data  210 . The trajectory processing module  173  can use the input perception data  210  as part of a trajectory planning process. In particular, the trajectory processing module  173  can initially generate a first proposed trajectory for the host autonomous vehicle  105 . The first proposed trajectory can correspond to a particular path for navigating the vehicle  105  to a desired waypoint or destination. The first proposed trajectory can also correspond to a particular path for controlling the vehicle  105  to avoid obstacles detected in the proximity of the host vehicle  105 . The first proposed trajectory can also correspond to a particular path for directing the host vehicle  105  to perform a particular action, such as passing another vehicle, adjusting speed or heading to maintain separation from other vehicles, maneuvering the vehicle in turns, performing a controlled stop, or the like. In each of these cases, the first proposed trajectory may cause the host vehicle  105  to make a sequential change to its speed and/or heading. As a result of changes in the host vehicle&#39;s  105  speed or heading, other agents or vehicles on the roadway proximate to the host vehicle  105  may react to the host vehicle&#39;s  105  change in speed, heading, other action, and/or context. The trained trajectory prediction module  175  is provided in an example embodiment to anticipate or predict the likely actions or reactions of the proximate agents to the host vehicle&#39;s  105  change in context (e.g., speed, heading, or the like). Thus, the trajectory processing module  173  can provide the first proposed trajectory of the host vehicle  105  in combination with the predicted trajectories of proximate agents produced by the trajectory prediction module  175 . The trajectory prediction module  175  can generate the likely trajectories, or a distribution of likely trajectories of proximate agents, which are predicted to result from the context of the host vehicle  105  (e.g., following the first proposed trajectory). These likely or predicted trajectories of proximate agents can be determined based on the machine learning techniques configured from the training scenarios produced from prior real-world human driver behavior model data collections gathered and assimilated into training data using the training data collection system  201  as described above. These likely or predicted trajectories can also be configured or tuned using the configuration data  174 . Over the course of collecting data from many human driver behavior model driving scenarios and training machine datasets and rule sets (or neural nets or the like), the likely or predicted trajectories of proximate agents can be determined with a variable level of confidence or probability. The confidence level or probability value related to a particular predicted trajectory can be retained or associated with the predicted trajectory of each proximate agent detected to be near the host vehicle  105  at a point in time corresponding to the desired execution of the first proposed trajectory. The trajectory prediction module  175  can generate these predicted trajectories and confidence levels for each proximate agent relative to the context of the host vehicle  105 . The trajectory prediction module  175  can generate the predicted trajectories and corresponding confidence levels for each proximate agent as an output relative to the context of the host vehicle  105 . The trajectory processing module  173  can use the predicted trajectories and corresponding confidence levels for each proximate agent as generated by the trajectory prediction module  175  to determine if any of the predicted trajectories for the proximate agents may cause the host vehicle  105  to violate a pre-defined goal based on a related score being below a minimum acceptable threshold. The trajectory processing module  173  can score the first proposed trajectory as related to the predicted trajectories for any of the proximate agents. The score for the first proposed trajectory relates to the level to which the first proposed trajectory complies with pre-defined goals for the host vehicle  105 , including safety, efficiency, legality, passenger comfort, and the like. Minimum score thresholds for each goal can be pre-defined. For example, score thresholds related to turning rates, acceleration or stopping rates, speed, spacing, etc. can be pre-defined and used to determine if a proposed trajectory for host vehicle  105  may violate a pre-defined goal. If the score for the first proposed trajectory, as generated by the trajectory processing module  173  based on the predicted trajectories for any of the proximate agents, may violate a pre-defined goal, the trajectory processing module  173  can reject the first proposed trajectory and the trajectory processing module  173  can generate a second proposed trajectory. The second proposed trajectory and the current context of the host vehicle  105  can be provided to the trajectory prediction module  175  for the generation of a new set of predicted trajectories and confidence levels for each proximate agent as related to the second proposed trajectory and the context of the host vehicle  105 . The new set of predicted trajectories and confidence levels for each proximate agent as generated by the trajectory prediction module  175  can be output from the trajectory prediction module  175  and provided to the trajectory processing module  173 . Again, the trajectory processing module  173  can use the predicted trajectories and confidence levels for each proximate agent corresponding to the second proposed trajectory to determine if any of the predicted trajectories for the proximate agents may cause the vehicle  105  to violate a pre-defined goal based on a related score being below a minimum acceptable threshold. If the score for the second proposed trajectory, as generated by the trajectory processing module  173  based on the new set of predicted trajectories for any of the proximate agents, may violate a pre-defined goal, the trajectory processing module  173  can reject the second proposed trajectory and the trajectory processing module  173  can generate a third proposed trajectory. This process can be repeated until a proposed trajectory generated by the trajectory processing module  173  and processed by the trajectory prediction module  175  results in predicted trajectories and confidence levels for each proximate agent that cause the proposed trajectory for the host vehicle  105  to satisfy the pre-defined goals based on the a related score being at or above a minimum acceptable threshold. Alternatively, the process can be repeated until a time period or iteration count is exceeded. If the process of an example embodiment as described above results in predicted trajectories, confidence levels, and related scores that satisfy the pre-defined goals, the corresponding proposed trajectory  220  is provided as an output from the prediction-based trajectory planning module  200  as shown in  FIG. 6 . 
       FIGS. 7 and 8  illustrate an operational or processing workflow  600  for the operational phase use of the prediction-based trajectory planning system  202  in an example embodiment. In operation block  601  shown in  FIG. 7 , the prediction-based trajectory planning system  202  receives perception data  210  from a host vehicle. The perception data can include sensor data from sensors (e.g., cameras, LIDAR, radar, etc.) mounted on or used in connection with the host vehicle  105 . In operation block  603 , the prediction-based trajectory planning system  202  can use the received perception data to generate coordinate transformations of the perception data relative to vehicles proximate to the host vehicle. In a particular embodiment, the position of each proximate vehicle relative to the host vehicle can be determined. The coordinates can be transformed to world coordinates or the (l,d) coordinate system as described above. As a result, the perception data from the host vehicle can be used to determine a context of each of the proximate vehicles near the host vehicle. The transformed perception data for the proximate vehicles can be filtered and smoothed in operation block  605 . The data smoothing can include removing noise, spurious data, and outlier data. In a particular embodiment, a Gaussian filter can be used. Once the transformed perception data is filtered and smoothed, feature and context extraction from the data can be performed in operation block  607 . The feature and context extraction is performed from the transformed and filtered perception data over a predetermined time period to obtain host vehicle feature data (e.g., position and velocity, etc.) and proximate vehicle context data (e.g., position and velocity of proximate vehicles, etc.). Having obtained the host vehicle feature data and the proximate vehicle context data, the prediction-based trajectory planning system  202  can employ the trained trajectory prediction module  175  or any other machine learning components to generate intention or behavior and trajectory prediction relative to the proximate vehicles as described above (operation block  609 ). Based on the intention or behavior and trajectory predictions relative to the proximate vehicles, the trajectory prediction module  175  can generate predicted trajectories for each of the proximate vehicles using a specific motion planning process based on the predicted intention or behavior of each proximate vehicle (operation block  611 ). For example, the trained trajectory prediction module  175  may determine that a particular proximate vehicle is likely to execute a left accelerating turn based on the training data and the vehicle context. In this particular example, the trained trajectory prediction module  175  may correspondingly generate a trajectory for the particular proximate vehicle including a path and speed/acceleration for the left accelerating turn. Processing for the operational or processing workflow  600  shown in  FIG. 7  then continues at the connector labeled “A” shown in  FIG. 8 . 
     Referring now to  FIG. 8 , the operational or processing workflow  600  continues at the connector labeled “A.” In operation block  611  shown in  FIG. 7 , the trajectory prediction module  175  generated predicted trajectories for each of the proximate vehicles based on the predicted intention or behavior of each proximate vehicle. At this point, an example embodiment can generate a proposed trajectory for the host vehicle in operation block  613 . If the proposed trajectory for the host vehicle generated in operation block  613  will conflict with any of the predicted trajectories of the proximate vehicles generated in operation block  611  (i.e., the “Yes” branch of decision block  615 ), processing control returns to operation block  613  where the proposed trajectory for the host vehicle is revised, modified, and/or re-generated. A conflict occurs when any of the predicted trajectories of the proximate vehicles would intersect with or approach too closely to the proposed trajectory of the host vehicle. The prediction-based trajectory planning system  202  will enforce safety zones and thresholds to make sure that safety is observed, conflicts are eliminated, and collisions are avoided. The loop between operation block  613  and decision block  615  will continue until the proposed trajectory for the host vehicle generated in operation block  613  does not conflict with any of the predicted trajectories of the proximate vehicles generated in operation block  611  (i.e., the “No” branch of decision block  615 ). In this case, processing control passes to operation block  617  where the proposed trajectory for the host vehicle is executed and control of host vehicle is directed along the proposed trajectory, which will not be in conflict with any of the proximate vehicles. 
     Referring now to  FIG. 9 , a flow diagram illustrates an example embodiment of a system and method  1000  for providing prediction-based trajectory planning of autonomous vehicles. The example embodiment can be configured to: receive training data and ground truth data from a training data collection system, the training data including perception data and context data corresponding to human driving behaviors (processing block  1010 ); perform a training phase for training a trajectory prediction module using the training data (processing block  1020 ); receive perception data associated with a host vehicle (processing block  1030 ); and perform an operational phase for extracting host vehicle feature data and proximate vehicle context data from the perception data, using the trained trajectory prediction module to generate predicted trajectories for each of one or more proximate vehicles near the host vehicle, generating a proposed trajectory for the host vehicle, determining if the proposed trajectory for the host vehicle will conflict with any of the predicted trajectories of the proximate vehicles, and modifying the proposed trajectory for the host vehicle until conflicts are eliminated (processing block  1040 ). 
     As used herein and unless specified otherwise, the term “mobile device” includes any computing or communications device that can communicate with the in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  described herein to obtain read or write access to data signals, messages, or content communicated via any mode of data communications. In many cases, the mobile device  130  is a handheld, portable device, such as a smart phone, mobile phone, cellular telephone, tablet computer, laptop computer, display pager, radio frequency (RF) device, infrared (IR) device, global positioning device (GPS), Personal Digital Assistants (PDA), handheld computers, wearable computer, portable game console, other mobile communication and/or computing device, or an integrated device combining one or more of the preceding devices, and the like. Additionally, the mobile device  130  can be a computing device, personal computer (PC), multiprocessor system, microprocessor-based or programmable consumer electronic device, network PC, diagnostics equipment, a system operated by a vehicle  119  manufacturer or service technician, and the like, and is not limited to portable devices. The mobile device  130  can receive and process data in any of a variety of data formats. The data format may include or be configured to operate with any programming format, protocol, or language including, but not limited to, JavaScript, C++, iOS, Android, etc. 
     As used herein and unless specified otherwise, the term “network resource” includes any device, system, or service that can communicate with the in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  described herein to obtain read or write access to data signals, messages, or content communicated via any mode of inter-process or networked data communications. In many cases, the network resource  122  is a data network accessible computing platform, including client or server computers, websites, mobile devices, peer-to-peer (P2P) network nodes, and the like. Additionally, the network resource  122  can be a web appliance, a network router, switch, bridge, gateway, diagnostics equipment, a system operated by a vehicle  119  manufacturer or service technician, or any machine capable of executing a set of instructions (sequential or otherwise) that specify actions to be taken by that machine. Further, while only a single machine is illustrated, the term “machine” can also be taken to include any collection of machines that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein. The network resources  122  may include any of a variety of providers or processors of network transportable digital content. Typically, the file format that is employed is Extensible Markup Language (XML), however, the various embodiments are not so limited, and other file formats may be used. For example, data formats other than Hypertext Markup Language (HTML)/XML or formats other than open/standard data formats can be supported by various embodiments. Any electronic file format, such as Portable Document Format (PDF), audio (e.g., Motion Picture Experts Group Audio Layer 3-MP3, and the like), video (e.g., MP4, and the like), and any proprietary interchange format defined by specific content sites can be supported by the various embodiments described herein. 
     The wide area data network  120  (also denoted the network cloud) used with the network resources  122  can be configured to couple one computing or communication device with another computing or communication device. The network may be enabled to employ any form of computer readable data or media for communicating information from one electronic device to another. The network  120  can include the Internet in addition to other wide area networks (WANs), cellular telephone networks, metro-area networks, local area networks (LANs), other packet-switched networks, circuit-switched networks, direct data connections, such as through a universal serial bus (USB) or Ethernet port, other forms of computer-readable media, or any combination thereof. The network  120  can include the Internet in addition to other wide area networks (WANs), cellular telephone networks, satellite networks, over-the-air broadcast networks, AM/FM radio networks, pager networks, UHF networks, other broadcast networks, gaming networks, WiFi networks, peer-to-peer networks, Voice Over IP (VoIP) networks, metro-area networks, local area networks (LANs), other packet-switched networks, circuit-switched networks, direct data connections, such as through a universal serial bus (USB) or Ethernet port, other forms of computer-readable media, or any combination thereof. On an interconnected set of networks, including those based on differing architectures and protocols, a router or gateway can act as a link between networks, enabling messages to be sent between computing devices on different networks. Also, communication links within networks can typically include twisted wire pair cabling, USB, Firewire, Ethernet, or coaxial cable, while communication links between networks may utilize analog or digital telephone lines, full or fractional dedicated digital lines including T1, T2, T3, and T4, Integrated Services Digital Networks (ISDNs), Digital User Lines (DSLs), wireless links including satellite links, cellular telephone links, or other communication links known to those of ordinary skill in the art. Furthermore, remote computers and other related electronic devices can be remotely connected to the network via a modem and temporary telephone link. 
     The network  120  may further include any of a variety of wireless sub-networks that may further overlay stand-alone ad-hoc networks, and the like, to provide an infrastructure-oriented connection. Such sub-networks may include mesh networks, Wireless LAN (WLAN) networks, cellular networks, and the like. The network may also include an autonomous system of terminals, gateways, routers, and the like connected by wireless radio links or wireless transceivers. These connectors may be configured to move freely and randomly and organize themselves arbitrarily, such that the topology of the network may change rapidly. The network  120  may further employ one or more of a plurality of standard wireless and/or cellular protocols or access technologies including those set forth herein in connection with network interface  712  and network  714  described in the figures herewith. 
     In a particular embodiment, a mobile device  132  and/or a network resource  122  may act as a client device enabling a user to access and use the in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  to interact with one or more components of a vehicle subsystem. These client devices  132  or  122  may include virtually any computing device that is configured to send and receive information over a network, such as network  120  as described herein. Such client devices may include mobile devices, such as cellular telephones, smart phones, tablet computers, display pagers, radio frequency (RF) devices, infrared (IR) devices, global positioning devices (GPS), Personal Digital Assistants (PDAs), handheld computers, wearable computers, game consoles, integrated devices combining one or more of the preceding devices, and the like. The client devices may also include other computing devices, such as personal computers (PCs), multiprocessor systems, microprocessor-based or programmable consumer electronics, network PC&#39;s, and the like. As such, client devices may range widely in terms of capabilities and features. For example, a client device configured as a cell phone may have a numeric keypad and a few lines of monochrome LCD display on which only text may be displayed. In another example, a web-enabled client device may have a touch sensitive screen, a stylus, and a color LCD display screen in which both text and graphics may be displayed. Moreover, the web-enabled client device may include a browser application enabled to receive and to send wireless application protocol messages (WAP), and/or wired application messages, and the like. In one embodiment, the browser application is enabled to employ HyperText Markup Language (HTML), Dynamic HTML, Handheld Device Markup Language (HDML), Wireless Markup Language (WML), WMLScript, JavaScript™, EXtensible HTML (xHTML), Compact HTML (CHTML), and the like, to display and send a message with relevant information. 
     The client devices may also include at least one client application that is configured to receive content or messages from another computing device via a network transmission. The client application may include a capability to provide and receive textual content, graphical content, video content, audio content, alerts, messages, notifications, and the like. Moreover, the client devices may be further configured to communicate and/or receive a message, such as through a Short Message Service (SMS), direct messaging (e.g., Twitter), email, Multimedia Message Service (MMS), instant messaging (IM), internet relay chat (IRC), mIRC, Jabber, Enhanced Messaging Service (EMS), text messaging, Smart Messaging, Over the Air (OTA) messaging, or the like, between another computing device, and the like. The client devices may also include a wireless application device on which a client application is configured to enable a user of the device to send and receive information to/from network resources wirelessly via the network. 
     The in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  can be implemented using systems that enhance the security of the execution environment, thereby improving security and reducing the possibility that the in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  and the related services could be compromised by viruses or malware. For example, the in-vehicle control system  150  and/or the prediction-based trajectory planning module  200  can be implemented using a Trusted Execution Environment, which can ensure that sensitive data is stored, processed, and communicated in a secure way. 
       FIG. 10  shows a diagrammatic representation of a machine in the example form of a computing system  700  within which a set of instructions when executed and/or processing logic when activated may cause the machine to perform any one or more of the methodologies described and/or claimed herein. In alternative embodiments, the machine operates as a standalone device or may be connected (e.g., networked) to other machines. In a networked deployment, the machine may operate in the capacity of a server or a client machine in server-client network environment, or as a peer machine in a peer-to-peer (or distributed) network environment. The machine may be a personal computer (PC), a laptop computer, a tablet computing system, a Personal Digital Assistant (PDA), a cellular telephone, a smartphone, a web appliance, a set-top box (STB), a network router, switch or bridge, or any machine capable of executing a set of instructions (sequential or otherwise) or activating processing logic that specify actions to be taken by that machine. Further, while only a single machine is illustrated, the term “machine” can also be taken to include any collection of machines that individually or jointly execute a set (or multiple sets) of instructions or processing logic to perform any one or more of the methodologies described and/or claimed herein. 
     The example computing system  700  can include a data processor  702  (e.g., a System-on-a-Chip (SoC), general processing core, graphics core, and optionally other processing logic) and a memory  704 , which can communicate with each other via a bus or other data transfer system  706 . The mobile computing and/or communication system  700  may further include various input/output (I/O) devices and/or interfaces  710 , such as a touchscreen display, an audio jack, a voice interface, and optionally a network interface  712 . In an example embodiment, the network interface  712  can include one or more radio transceivers configured for compatibility with any one or more standard wireless and/or cellular protocols or access technologies (e.g., 2nd (2G), 2.5, 3rd (3G), 4th (4G) generation, and future generation radio access for cellular systems, Global System for Mobile communication (GSM), General Packet Radio Services (GPRS), Enhanced Data GSM Environment (EDGE), Wideband Code Division Multiple Access (WCDMA), LTE, CDMA2000, WLAN, Wireless Router (WR) mesh, and the like). Network interface  712  may also be configured for use with various other wired and/or wireless communication protocols, including TCP/IP, UDP, SIP, SMS, RTP, WAP, CDMA, TDMA, UMTS, UWB, WiFi, WiMax, Bluetooth™, IEEE 802.11x, and the like. In essence, network interface  712  may include or support virtually any wired and/or wireless communication and data processing mechanisms by which information/data may travel between a computing system  700  and another computing or communication system via network  714 . 
     The memory  704  can represent a machine-readable medium on which is stored one or more sets of instructions, software, firmware, or other processing logic (e.g., logic  708 ) embodying any one or more of the methodologies or functions described and/or claimed herein. The logic  708 , or a portion thereof, may also reside, completely or at least partially within the processor  702  during execution thereof by the mobile computing and/or communication system  700 . As such, the memory  704  and the processor  702  may also constitute machine-readable media. The logic  708 , or a portion thereof, may also be configured as processing logic or logic, at least a portion of which is partially implemented in hardware. The logic  708 , or a portion thereof, may further be transmitted or received over a network  714  via the network interface  712 . While the machine-readable medium of an example embodiment can be a single medium, the term “machine-readable medium” should be taken to include a single non-transitory medium or multiple non-transitory media (e.g., a centralized or distributed database, and/or associated caches and computing systems) that store the one or more sets of instructions. The term “machine-readable medium” can also be taken to include any non-transitory medium that is capable of storing, encoding or carrying a set of instructions for execution by the machine and that cause the machine to perform any one or more of the methodologies of the various embodiments, or that is capable of storing, encoding or carrying data structures utilized by or associated with such a set of instructions. The term “machine-readable medium” can accordingly be taken to include, but not be limited to, solid-state memories, optical media, and magnetic media. 
     The Abstract of the Disclosure is provided to allow the reader to quickly ascertain the nature of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the foregoing Detailed Description, it can be seen that various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments require more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as a separate embodiment.