Daily Papers

Despite recent advances in lane detection methods, scenarios with limited- or no-visual-clue of lanes due to factors such as lighting conditions and occlusion remain challenging and crucial for automated driving. Moreover, current lane representations require complex post-processing and struggle with specific instances. Inspired by the DETR architecture, we propose LDTR, a transformer-based model to address these issues. Lanes are modeled with a novel anchor-chain, regarding a lane as a whole from the beginning, which enables LDTR to handle special lanes inherently. To enhance lane instance perception, LDTR incorporates a novel multi-referenced deformable attention module to distribute attention around the object. Additionally, LDTR incorporates two line IoU algorithms to improve convergence efficiency and employs a Gaussian heatmap auxiliary branch to enhance model representation capability during training. To evaluate lane detection models, we rely on Frechet distance, parameterized F1-score, and additional synthetic metrics. Experimental results demonstrate that LDTR achieves state-of-the-art performance on well-known datasets.

Accurately depicting the complex traffic scene is a vital component for autonomous vehicles to execute correct judgments. However, existing benchmarks tend to oversimplify the scene by solely focusing on lane perception tasks. Observing that human drivers rely on both lanes and traffic signals to operate their vehicles safely, we present OpenLane-V2, the first dataset on topology reasoning for traffic scene structure. The objective of the presented dataset is to advance research in understanding the structure of road scenes by examining the relationship between perceived entities, such as traffic elements and lanes. Leveraging existing datasets, OpenLane-V2 consists of 2,000 annotated road scenes that describe traffic elements and their correlation to the lanes. It comprises three primary sub-tasks, including the 3D lane detection inherited from OpenLane, accompanied by corresponding metrics to evaluate the model's performance. We evaluate various state-of-the-art methods, and present their quantitative and qualitative results on OpenLane-V2 to indicate future avenues for investigating topology reasoning in traffic scenes.

A map, as crucial information for downstream applications of an autonomous driving system, is usually represented in lanelines or centerlines. However, existing literature on map learning primarily focuses on either detecting geometry-based lanelines or perceiving topology relationships of centerlines. Both of these methods ignore the intrinsic relationship of lanelines and centerlines, that lanelines bind centerlines. While simply predicting both types of lane in one model is mutually excluded in learning objective, we advocate lane segment as a new representation that seamlessly incorporates both geometry and topology information. Thus, we introduce LaneSegNet, the first end-to-end mapping network generating lane segments to obtain a complete representation of the road structure. Our algorithm features two key modifications. One is a lane attention module to capture pivotal region details within the long-range feature space. Another is an identical initialization strategy for reference points, which enhances the learning of positional priors for lane attention. On the OpenLane-V2 dataset, LaneSegNet outperforms previous counterparts by a substantial gain across three tasks, i.e., map element detection (+4.8 mAP), centerline perception (+6.9 DET_l), and the newly defined one, lane segment perception (+5.6 mAP). Furthermore, it obtains a real-time inference speed of 14.7 FPS. Code is accessible at https://github.com/OpenDriveLab/LaneSegNet.

Bird's-eye-view (BEV) representation is crucial for the perception function in autonomous driving tasks. It is difficult to balance the accuracy, efficiency and range of BEV representation. The existing works are restricted to a limited perception range within 50 meters. Extending the BEV representation range can greatly benefit downstream tasks such as topology reasoning, scene understanding, and planning by offering more comprehensive information and reaction time. The Standard-Definition (SD) navigation maps can provide a lightweight representation of road structure topology, characterized by ease of acquisition and low maintenance costs. An intuitive idea is to combine the close-range visual information from onboard cameras with the beyond line-of-sight (BLOS) environmental priors from SD maps to realize expanded perceptual capabilities. In this paper, we propose BLOS-BEV, a novel BEV segmentation model that incorporates SD maps for accurate beyond line-of-sight perception, up to 200m. Our approach is applicable to common BEV architectures and can achieve excellent results by incorporating information derived from SD maps. We explore various feature fusion schemes to effectively integrate the visual BEV representations and semantic features from the SD map, aiming to leverage the complementary information from both sources optimally. Extensive experiments demonstrate that our approach achieves state-of-the-art performance in BEV segmentation on nuScenes and Argoverse benchmark. Through multi-modal inputs, BEV segmentation is significantly enhanced at close ranges below 50m, while also demonstrating superior performance in long-range scenarios, surpassing other methods by over 20% mIoU at distances ranging from 50-200m.

End-to-end Network has become increasingly important in multi-tasking. One prominent example of this is the growing significance of a driving perception system in autonomous driving. This paper systematically studies an end-to-end perception network for multi-tasking and proposes several key optimizations to improve accuracy. First, the paper proposes efficient segmentation head and box/class prediction networks based on weighted bidirectional feature network. Second, the paper proposes automatically customized anchor for each level in the weighted bidirectional feature network. Third, the paper proposes an efficient training loss function and training strategy to balance and optimize network. Based on these optimizations, we have developed an end-to-end perception network to perform multi-tasking, including traffic object detection, drivable area segmentation and lane detection simultaneously, called HybridNets, which achieves better accuracy than prior art. In particular, HybridNets achieves 77.3 mean Average Precision on Berkeley DeepDrive Dataset, outperforms lane detection with 31.6 mean Intersection Over Union with 12.83 million parameters and 15.6 billion floating-point operations. In addition, it can perform visual perception tasks in real-time and thus is a practical and accurate solution to the multi-tasking problem. Code is available at https://github.com/datvuthanh/HybridNets.

Autonomous vehicles (AVs) require reliable traffic sign recognition and robust lane detection capabilities to ensure safe navigation in complex and dynamic environments. This paper introduces an integrated approach combining advanced deep learning techniques and Multimodal Large Language Models (MLLMs) for comprehensive road perception. For traffic sign recognition, we systematically evaluate ResNet-50, YOLOv8, and RT-DETR, achieving state-of-the-art performance of 99.8% with ResNet-50, 98.0% accuracy with YOLOv8, and achieved 96.6% accuracy in RT-DETR despite its higher computational complexity. For lane detection, we propose a CNN-based segmentation method enhanced by polynomial curve fitting, which delivers high accuracy under favorable conditions. Furthermore, we introduce a lightweight, Multimodal, LLM-based framework that directly undergoes instruction tuning using small yet diverse datasets, eliminating the need for initial pretraining. This framework effectively handles various lane types, complex intersections, and merging zones, significantly enhancing lane detection reliability by reasoning under adverse conditions. Despite constraints in available training resources, our multimodal approach demonstrates advanced reasoning capabilities, achieving a Frame Overall Accuracy (FRM) of 53.87%, a Question Overall Accuracy (QNS) of 82.83%, lane detection accuracies of 99.6% in clear conditions and 93.0% at night, and robust performance in reasoning about lane invisibility due to rain (88.4%) or road degradation (95.6%). The proposed comprehensive framework markedly enhances AV perception reliability, thus contributing significantly to safer autonomous driving across diverse and challenging road scenarios.

A panoptic driving perception system is an essential part of autonomous driving. A high-precision and real-time perception system can assist the vehicle in making the reasonable decision while driving. We present a panoptic driving perception network (YOLOP) to perform traffic object detection, drivable area segmentation and lane detection simultaneously. It is composed of one encoder for feature extraction and three decoders to handle the specific tasks. Our model performs extremely well on the challenging BDD100K dataset, achieving state-of-the-art on all three tasks in terms of accuracy and speed. Besides, we verify the effectiveness of our multi-task learning model for joint training via ablative studies. To our best knowledge, this is the first work that can process these three visual perception tasks simultaneously in real-time on an embedded device Jetson TX2(23 FPS) and maintain excellent accuracy. To facilitate further research, the source codes and pre-trained models are released at https://github.com/hustvl/YOLOP.

Inspired by human driving focus, this research pioneers networks augmented with Focusing Sampling, Partial Field of View Evaluation, Enhanced FPN architecture and Directional IoU Loss - targeted innovations addressing obstacles to precise lane detection for autonomous driving. Experiments demonstrate our Focusing Sampling strategy, emphasizing vital distant details unlike uniform approaches, significantly boosts both benchmark and practical curved/distant lane recognition accuracy essential for safety. While FENetV1 achieves state-of-the-art conventional metric performance via enhancements isolating perspective-aware contexts mimicking driver vision, FENetV2 proves most reliable on the proposed Partial Field analysis. Hence we specifically recommend V2 for practical lane navigation despite fractional degradation on standard entire-image measures. Future directions include collecting on-road data and integrating complementary dual frameworks to further breakthroughs guided by human perception principles. The Code is available at https://github.com/HanyangZhong/FENet.

Autonomous driving requires accurate local scene understanding information. To this end, autonomous agents deploy object detection and online BEV lane graph extraction methods as a part of their perception stack. In this work, we propose an architecture and loss formulation to improve the accuracy of local lane graph estimates by using 3D object detection outputs. The proposed method learns to assign the objects to centerlines by considering the centerlines as cluster centers and the objects as data points to be assigned a probability distribution over the cluster centers. This training scheme ensures direct supervision on the relationship between lanes and objects, thus leading to better performance. The proposed method improves lane graph estimation substantially over state-of-the-art methods. The extensive ablations show that our method can achieve significant performance improvements by using the outputs of existing 3D object detection methods. Since our method uses the detection outputs rather than detection method intermediate representations, a single model of our method can use any detection method at test time.

In this paper, we propose PETRv2, a unified framework for 3D perception from multi-view images. Based on PETR, PETRv2 explores the effectiveness of temporal modeling, which utilizes the temporal information of previous frames to boost 3D object detection. More specifically, we extend the 3D position embedding (3D PE) in PETR for temporal modeling. The 3D PE achieves the temporal alignment on object position of different frames. A feature-guided position encoder is further introduced to improve the data adaptability of 3D PE. To support for multi-task learning (e.g., BEV segmentation and 3D lane detection), PETRv2 provides a simple yet effective solution by introducing task-specific queries, which are initialized under different spaces. PETRv2 achieves state-of-the-art performance on 3D object detection, BEV segmentation and 3D lane detection. Detailed robustness analysis is also conducted on PETR framework. We hope PETRv2 can serve as a strong baseline for 3D perception. Code is available at https://github.com/megvii-research/PETR.

Visual language models (VLMs) have attracted increasing interest in autonomous driving due to their powerful reasoning capabilities. However, existing VLMs typically utilize discrete text Chain-of-Thought (CoT) tailored to the current scenario, which essentially represents highly abstract and symbolic compression of visual information, potentially leading to spatio-temporal relationship ambiguity and fine-grained information loss. Is autonomous driving better modeled on real-world simulation and imagination than on pure symbolic logic? In this paper, we propose a spatio-temporal CoT reasoning method that enables models to think visually. First, VLM serves as a world model to generate unified image frame for predicting future world states: where perception results (e.g., lane divider and 3D detection) represent the future spatial relationships, and ordinary future frame represent the temporal evolution relationships. This spatio-temporal CoT then serves as intermediate reasoning steps, enabling the VLM to function as an inverse dynamics model for trajectory planning based on current observations and future predictions. To implement visual generation in VLMs, we propose a unified pretraining paradigm integrating visual generation and understanding, along with a progressive visual CoT enhancing autoregressive image generation. Extensive experimental results demonstrate the effectiveness of the proposed method, advancing autonomous driving towards visual reasoning.

Modern cars are incorporating an increasing number of driver assist features, among which automatic lane keeping. The latter allows the car to properly position itself within the road lanes, which is also crucial for any subsequent lane departure or trajectory planning decision in fully autonomous cars. Traditional lane detection methods rely on a combination of highly-specialized, hand-crafted features and heuristics, usually followed by post-processing techniques, that are computationally expensive and prone to scalability due to road scene variations. More recent approaches leverage deep learning models, trained for pixel-wise lane segmentation, even when no markings are present in the image due to their big receptive field. Despite their advantages, these methods are limited to detecting a pre-defined, fixed number of lanes, e.g. ego-lanes, and can not cope with lane changes. In this paper, we go beyond the aforementioned limitations and propose to cast the lane detection problem as an instance segmentation problem - in which each lane forms its own instance - that can be trained end-to-end. To parametrize the segmented lane instances before fitting the lane, we further propose to apply a learned perspective transformation, conditioned on the image, in contrast to a fixed "bird's-eye view" transformation. By doing so, we ensure a lane fitting which is robust against road plane changes, unlike existing approaches that rely on a fixed, pre-defined transformation. In summary, we propose a fast lane detection algorithm, running at 50 fps, which can handle a variable number of lanes and cope with lane changes. We verify our method on the tuSimple dataset and achieve competitive results.

Monocular 3D lane detection is challenging due to the difficulty in capturing depth information from single-camera images. A common strategy involves transforming front-view (FV) images into bird's-eye-view (BEV) space through inverse perspective mapping (IPM), facilitating lane detection using BEV features. However, IPM's flat-ground assumption and loss of contextual information lead to inaccuracies in reconstructing 3D information, especially height. In this paper, we introduce a BEV-based framework to address these limitations and improve 3D lane detection accuracy. Our approach incorporates a Hierarchical Depth-Aware Head that provides multi-scale depth features, mitigating the flat-ground assumption by enhancing spatial awareness across varying depths. Additionally, we leverage Depth Prior Distillation to transfer semantic depth knowledge from a teacher model, capturing richer structural and contextual information for complex lane structures. To further refine lane continuity and ensure smooth lane reconstruction, we introduce a Conditional Random Field module that enforces spatial coherence in lane predictions. Extensive experiments validate that our method achieves state-of-the-art performance in terms of z-axis error and outperforms other methods in the field in overall performance. The code is released at: https://anonymous.4open.science/r/Depth3DLane-DCDD.

Lane detection, the process of identifying lane markings as approximated curves, is widely used for lane departure warning and adaptive cruise control in autonomous vehicles. The popular pipeline that solves it in two steps -- feature extraction plus post-processing, while useful, is too inefficient and flawed in learning the global context and lanes' long and thin structures. To tackle these issues, we propose an end-to-end method that directly outputs parameters of a lane shape model, using a network built with a transformer to learn richer structures and context. The lane shape model is formulated based on road structures and camera pose, providing physical interpretation for parameters of network output. The transformer models non-local interactions with a self-attention mechanism to capture slender structures and global context. The proposed method is validated on the TuSimple benchmark and shows state-of-the-art accuracy with the most lightweight model size and fastest speed. Additionally, our method shows excellent adaptability to a challenging self-collected lane detection dataset, showing its powerful deployment potential in real applications. Codes are available at https://github.com/liuruijin17/LSTR.

3D lane detection which plays a crucial role in vehicle routing, has recently been a rapidly developing topic in autonomous driving. Previous works struggle with practicality due to their complicated spatial transformations and inflexible representations of 3D lanes. Faced with the issues, our work proposes an efficient and robust monocular 3D lane detection called BEV-LaneDet with three main contributions. First, we introduce the Virtual Camera that unifies the in/extrinsic parameters of cameras mounted on different vehicles to guarantee the consistency of the spatial relationship among cameras. It can effectively promote the learning procedure due to the unified visual space. We secondly propose a simple but efficient 3D lane representation called Key-Points Representation. This module is more suitable to represent the complicated and diverse 3D lane structures. At last, we present a light-weight and chip-friendly spatial transformation module named Spatial Transformation Pyramid to transform multiscale front-view features into BEV features. Experimental results demonstrate that our work outperforms the state-of-the-art approaches in terms of F-Score, being 10.6% higher on the OpenLane dataset and 5.9% higher on the Apollo 3D synthetic dataset, with a speed of 185 FPS. The source code will released at https://github.com/gigo-team/bev_lane_det.

Lane detection is a challenging task that requires predicting complex topology shapes of lane lines and distinguishing different types of lanes simultaneously. Earlier works follow a top-down roadmap to regress predefined anchors into various shapes of lane lines, which lacks enough flexibility to fit complex shapes of lanes due to the fixed anchor shapes. Lately, some works propose to formulate lane detection as a keypoint estimation problem to describe the shapes of lane lines more flexibly and gradually group adjacent keypoints belonging to the same lane line in a point-by-point manner, which is inefficient and time-consuming during postprocessing. In this paper, we propose a Global Association Network (GANet) to formulate the lane detection problem from a new perspective, where each keypoint is directly regressed to the starting point of the lane line instead of point-by-point extension. Concretely, the association of keypoints to their belonged lane line is conducted by predicting their offsets to the corresponding starting points of lanes globally without dependence on each other, which could be done in parallel to greatly improve efficiency. In addition, we further propose a Lane-aware Feature Aggregator (LFA), which adaptively captures the local correlations between adjacent keypoints to supplement local information to the global association. Extensive experiments on two popular lane detection benchmarks show that our method outperforms previous methods with F1 score of 79.63% on CULane and 97.71% on Tusimple dataset with high FPS. The code will be released at https://github.com/Wolfwjs/GANet.

Autonomous driving has attracted significant attention from both academia and industries, which is expected to offer a safer and more efficient driving system. However, current autonomous driving systems are mostly based on a single vehicle, which has significant limitations which still poses threats to driving safety. Collaborative perception with connected and autonomous vehicles (CAVs) shows a promising solution to overcoming these limitations. In this article, we first identify the challenges of collaborative perception, such as data sharing asynchrony, data volume, and pose errors. Then, we discuss the possible solutions to address these challenges with various technologies, where the research opportunities are also elaborated. Furthermore, we propose a scheme to deal with communication efficiency and latency problems, which is a channel-aware collaborative perception framework to dynamically adjust the communication graph and minimize latency, thereby improving perception performance while increasing communication efficiency. Finally, we conduct experiments to demonstrate the effectiveness of our proposed scheme.

3D lane detection from monocular images is a fundamental yet challenging task in autonomous driving. Recent advances primarily rely on structural 3D surrogates (e.g., bird's eye view) built from front-view image features and camera parameters. However, the depth ambiguity in monocular images inevitably causes misalignment between the constructed surrogate feature map and the original image, posing a great challenge for accurate lane detection. To address the above issue, we present a novel LATR model, an end-to-end 3D lane detector that uses 3D-aware front-view features without transformed view representation. Specifically, LATR detects 3D lanes via cross-attention based on query and key-value pairs, constructed using our lane-aware query generator and dynamic 3D ground positional embedding. On the one hand, each query is generated based on 2D lane-aware features and adopts a hybrid embedding to enhance lane information. On the other hand, 3D space information is injected as positional embedding from an iteratively-updated 3D ground plane. LATR outperforms previous state-of-the-art methods on both synthetic Apollo, realistic OpenLane and ONCE-3DLanes by large margins (e.g., 11.4 gain in terms of F1 score on OpenLane). Code will be released at https://github.com/JMoonr/LATR .

Driver distraction has become a significant cause of severe traffic accidents over the past decade. Despite the growing development of vision-driven driver monitoring systems, the lack of comprehensive perception datasets restricts road safety and traffic security. In this paper, we present an AssIstive Driving pErception dataset (AIDE) that considers context information both inside and outside the vehicle in naturalistic scenarios. AIDE facilitates holistic driver monitoring through three distinctive characteristics, including multi-view settings of driver and scene, multi-modal annotations of face, body, posture, and gesture, and four pragmatic task designs for driving understanding. To thoroughly explore AIDE, we provide experimental benchmarks on three kinds of baseline frameworks via extensive methods. Moreover, two fusion strategies are introduced to give new insights into learning effective multi-stream/modal representations. We also systematically investigate the importance and rationality of the key components in AIDE and benchmarks. The project link is https://github.com/ydk122024/AIDE.

Monocular 3D lane detection is a challenging task due to its lack of depth information. A popular solution is to first transform the front-viewed (FV) images or features into the bird-eye-view (BEV) space with inverse perspective mapping (IPM) and detect lanes from BEV features. However, the reliance of IPM on flat ground assumption and loss of context information make it inaccurate to restore 3D information from BEV representations. An attempt has been made to get rid of BEV and predict 3D lanes from FV representations directly, while it still underperforms other BEV-based methods given its lack of structured representation for 3D lanes. In this paper, we define 3D lane anchors in the 3D space and propose a BEV-free method named Anchor3DLane to predict 3D lanes directly from FV representations. 3D lane anchors are projected to the FV features to extract their features which contain both good structural and context information to make accurate predictions. In addition, we also develop a global optimization method that makes use of the equal-width property between lanes to reduce the lateral error of predictions. Extensive experiments on three popular 3D lane detection benchmarks show that our Anchor3DLane outperforms previous BEV-based methods and achieves state-of-the-art performances. The code is available at: https://github.com/tusen-ai/Anchor3DLane.

In this paper, we present a novel sequence generation-based framework for lane detection, called Lane2Seq. It unifies various lane detection formats by casting lane detection as a sequence generation task. This is different from previous lane detection methods, which depend on well-designed task-specific head networks and corresponding loss functions. Lane2Seq only adopts a plain transformer-based encoder-decoder architecture with a simple cross-entropy loss. Additionally, we propose a new multi-format model tuning based on reinforcement learning to incorporate the task-specific knowledge into Lane2Seq. Experimental results demonstrate that such a simple sequence generation paradigm not only unifies lane detection but also achieves competitive performance on benchmarks. For example, Lane2Seq gets 97.95\% and 97.42\% F1 score on Tusimple and LLAMAS datasets, establishing a new state-of-the-art result for two benchmarks.

The pursuit of autonomous driving technology hinges on the sophisticated integration of perception, decision-making, and control systems. Traditional approaches, both data-driven and rule-based, have been hindered by their inability to grasp the nuance of complex driving environments and the intentions of other road users. This has been a significant bottleneck, particularly in the development of common sense reasoning and nuanced scene understanding necessary for safe and reliable autonomous driving. The advent of Visual Language Models (VLM) represents a novel frontier in realizing fully autonomous vehicle driving. This report provides an exhaustive evaluation of the latest state-of-the-art VLM, \modelnamefull, and its application in autonomous driving scenarios. We explore the model's abilities to understand and reason about driving scenes, make decisions, and ultimately act in the capacity of a driver. Our comprehensive tests span from basic scene recognition to complex causal reasoning and real-time decision-making under varying conditions. Our findings reveal that \modelname demonstrates superior performance in scene understanding and causal reasoning compared to existing autonomous systems. It showcases the potential to handle out-of-distribution scenarios, recognize intentions, and make informed decisions in real driving contexts. However, challenges remain, particularly in direction discernment, traffic light recognition, vision grounding, and spatial reasoning tasks. These limitations underscore the need for further research and development. Project is now available on GitHub for interested parties to access and utilize: https://github.com/PJLab-ADG/GPT4V-AD-Exploration

For autonomous vehicles to safely share the road with human drivers, autonomous vehicles must abide by specific "road rules" that human drivers have agreed to follow. "Road rules" include rules that drivers are required to follow by law -- such as the requirement that vehicles stop at red lights -- as well as more subtle social rules -- such as the implicit designation of fast lanes on the highway. In this paper, we provide empirical evidence that suggests that -- instead of hard-coding road rules into self-driving algorithms -- a scalable alternative may be to design multi-agent environments in which road rules emerge as optimal solutions to the problem of maximizing traffic flow. We analyze what ingredients in driving environments cause the emergence of these road rules and find that two crucial factors are noisy perception and agents' spatial density. We provide qualitative and quantitative evidence of the emergence of seven social driving behaviors, ranging from obeying traffic signals to following lanes, all of which emerge from training agents to drive quickly to destinations without colliding. Our results add empirical support for the social road rules that countries worldwide have agreed on for safe, efficient driving.

In autonomous driving (AD), accurate perception is indispensable to achieving safe and secure driving. Due to its safety-criticality, the security of AD perception has been widely studied. Among different attacks on AD perception, the physical adversarial object evasion attacks are especially severe. However, we find that all existing literature only evaluates their attack effect at the targeted AI component level but not at the system level, i.e., with the entire system semantics and context such as the full AD pipeline. Thereby, this raises a critical research question: can these existing researches effectively achieve system-level attack effects (e.g., traffic rule violations) in the real-world AD context? In this work, we conduct the first measurement study on whether and how effectively the existing designs can lead to system-level effects, especially for the STOP sign-evasion attacks due to their popularity and severity. Our evaluation results show that all the representative prior works cannot achieve any system-level effects. We observe two design limitations in the prior works: 1) physical model-inconsistent object size distribution in pixel sampling and 2) lack of vehicle plant model and AD system model consideration. Then, we propose SysAdv, a novel system-driven attack design in the AD context and our evaluation results show that the system-level effects can be significantly improved, i.e., the violation rate increases by around 70%.

Methods for 3D lane detection have been recently proposed to address the issue of inaccurate lane layouts in many autonomous driving scenarios (uphill/downhill, bump, etc.). Previous work struggled in complex cases due to their simple designs of the spatial transformation between front view and bird's eye view (BEV) and the lack of a realistic dataset. Towards these issues, we present PersFormer: an end-to-end monocular 3D lane detector with a novel Transformer-based spatial feature transformation module. Our model generates BEV features by attending to related front-view local regions with camera parameters as a reference. PersFormer adopts a unified 2D/3D anchor design and an auxiliary task to detect 2D/3D lanes simultaneously, enhancing the feature consistency and sharing the benefits of multi-task learning. Moreover, we release one of the first large-scale real-world 3D lane datasets: OpenLane, with high-quality annotation and scenario diversity. OpenLane contains 200,000 frames, over 880,000 instance-level lanes, 14 lane categories, along with scene tags and the closed-in-path object annotations to encourage the development of lane detection and more industrial-related autonomous driving methods. We show that PersFormer significantly outperforms competitive baselines in the 3D lane detection task on our new OpenLane dataset as well as Apollo 3D Lane Synthetic dataset, and is also on par with state-of-the-art algorithms in the 2D task on OpenLane. The project page is available at https://github.com/OpenPerceptionX/PersFormer_3DLane and OpenLane dataset is provided at https://github.com/OpenPerceptionX/OpenLane.

Lane detection is a fundamental task in autonomous driving, and has achieved great progress as deep learning emerges. Previous anchor-based methods often design dense anchors, which highly depend on the training dataset and remain fixed during inference. We analyze that dense anchors are not necessary for lane detection, and propose a transformer-based lane detection framework based on a sparse anchor mechanism. To this end, we generate sparse anchors with position-aware lane queries and angle queries instead of traditional explicit anchors. We adopt Horizontal Perceptual Attention (HPA) to aggregate the lane features along the horizontal direction, and adopt Lane-Angle Cross Attention (LACA) to perform interactions between lane queries and angle queries. We also propose Lane Perceptual Attention (LPA) based on deformable cross attention to further refine the lane predictions. Our method, named Sparse Laneformer, is easy-to-implement and end-to-end trainable. Extensive experiments demonstrate that Sparse Laneformer performs favorably against the state-of-the-art methods, e.g., surpassing Laneformer by 3.0% F1 score and O2SFormer by 0.7% F1 score with fewer MACs on CULane with the same ResNet-34 backbone.

Recent advances in diffusion models have improved controllable streetscape generation and supported downstream perception and planning tasks. However, challenges remain in accurately modeling driving scenes and generating long videos. To alleviate these issues, we propose DreamForge, an advanced diffusion-based autoregressive video generation model tailored for 3D-controllable long-term generation. To enhance the lane and foreground generation, we introduce perspective guidance and integrate object-wise position encoding to incorporate local 3D correlation and improve foreground object modeling. We also propose motion-aware temporal attention to capture motion cues and appearance changes in videos. By leveraging motion frames and an autoregressive generation paradigm,we can autoregressively generate long videos (over 200 frames) using a model trained in short sequences, achieving superior quality compared to the baseline in 16-frame video evaluations. Finally, we integrate our method with the realistic simulator DriveArena to provide more reliable open-loop and closed-loop evaluations for vision-based driving agents. Project Page: https://pjlab-adg.github.io/DriveArena/dreamforge.

Collaborative perception is essential to address occlusion and sensor failure issues in autonomous driving. In recent years, theoretical and experimental investigations of novel works for collaborative perception have increased tremendously. So far, however, few reviews have focused on systematical collaboration modules and large-scale collaborative perception datasets. This work reviews recent achievements in this field to bridge this gap and motivate future research. We start with a brief overview of collaboration schemes. After that, we systematically summarize the collaborative perception methods for ideal scenarios and real-world issues. The former focuses on collaboration modules and efficiency, and the latter is devoted to addressing the problems in actual application. Furthermore, we present large-scale public datasets and summarize quantitative results on these benchmarks. Finally, we highlight gaps and overlook challenges between current academic research and real-world applications. The project page is https://github.com/CatOneTwo/Collaborative-Perception-in-Autonomous-Driving

Modern autonomous vehicle perception systems often struggle with occlusions and limited perception range. Previous studies have demonstrated the effectiveness of cooperative perception in extending the perception range and overcoming occlusions, thereby enhancing the safety of autonomous driving. In recent years, a series of cooperative perception datasets have emerged; however, these datasets primarily focus on cameras and LiDAR, neglecting 4D Radar, a sensor used in single-vehicle autonomous driving to provide robust perception in adverse weather conditions. In this paper, to bridge the gap created by the absence of 4D Radar datasets in cooperative perception, we present V2X-Radar, the first large-scale, real-world multi-modal dataset featuring 4D Radar. V2X-Radar dataset is collected using a connected vehicle platform and an intelligent roadside unit equipped with 4D Radar, LiDAR, and multi-view cameras. The collected data encompasses sunny and rainy weather conditions, spanning daytime, dusk, and nighttime, as well as various typical challenging scenarios. The dataset consists of 20K LiDAR frames, 40K camera images, and 20K 4D Radar data, including 350K annotated boxes across five categories. To support various research domains, we have established V2X-Radar-C for cooperative perception, V2X-Radar-I for roadside perception, and V2X-Radar-V for single-vehicle perception. Furthermore, we provide comprehensive benchmarks across these three sub-datasets. We will release all datasets and benchmark codebase at http://openmpd.com/column/V2X-Radar and https://github.com/yanglei18/V2X-Radar.

Understanding drivers' decision-making is crucial for road safety. Although predicting the ego-vehicle's path is valuable for driver-assistance systems, existing methods mainly focus on external factors like other vehicles' motions, often neglecting the driver's attention and intent. To address this gap, we infer the ego-trajectory by integrating the driver's gaze and the surrounding scene. We introduce RouteFormer, a novel multimodal ego-trajectory prediction network combining GPS data, environmental context, and the driver's field-of-view, comprising first-person video and gaze fixations. We also present the Path Complexity Index (PCI), a new metric for trajectory complexity that enables a more nuanced evaluation of challenging scenarios. To tackle data scarcity and enhance diversity, we introduce GEM, a comprehensive dataset of urban driving scenarios enriched with synchronized driver field-of-view and gaze data. Extensive evaluations on GEM and DR(eye)VE demonstrate that RouteFormer significantly outperforms state-of-the-art methods, achieving notable improvements in prediction accuracy across diverse conditions. Ablation studies reveal that incorporating driver field-of-view data yields significantly better average displacement error, especially in challenging scenarios with high PCI scores, underscoring the importance of modeling driver attention. All data and code are available at https://meakbiyik.github.io/routeformer.

Understanding the road genome is essential to realize autonomous driving. This highly intelligent problem contains two aspects - the connection relationship of lanes, and the assignment relationship between lanes and traffic elements, where a comprehensive topology reasoning method is vacant. On one hand, previous map learning techniques struggle in deriving lane connectivity with segmentation or laneline paradigms; or prior lane topology-oriented approaches focus on centerline detection and neglect the interaction modeling. On the other hand, the traffic element to lane assignment problem is limited in the image domain, leaving how to construct the correspondence from two views an unexplored challenge. To address these issues, we present TopoNet, the first end-to-end framework capable of abstracting traffic knowledge beyond conventional perception tasks. To capture the driving scene topology, we introduce three key designs: (1) an embedding module to incorporate semantic knowledge from 2D elements into a unified feature space; (2) a curated scene graph neural network to model relationships and enable feature interaction inside the network; (3) instead of transmitting messages arbitrarily, a scene knowledge graph is devised to differentiate prior knowledge from various types of the road genome. We evaluate TopoNet on the challenging scene understanding benchmark, OpenLane-V2, where our approach outperforms all previous works by a great margin on all perceptual and topological metrics. The code is released at https://github.com/OpenDriveLab/TopoNet

Online scene perception and topology reasoning are critical for autonomous vehicles to understand their driving environments, particularly for mapless driving systems that endeavor to reduce reliance on costly High-Definition (HD) maps. However, recent advances in online scene understanding still face limitations, especially in long-range or occluded scenarios, due to the inherent constraints of onboard sensors. To address this challenge, we propose a Standard-Definition (SD) Map Enhanced scene Perception and Topology reasoning (SEPT) framework, which explores how to effectively incorporate the SD map as prior knowledge into existing perception and reasoning pipelines. Specifically, we introduce a novel hybrid feature fusion strategy that combines SD maps with Bird's-Eye-View (BEV) features, considering both rasterized and vectorized representations, while mitigating potential misalignment between SD maps and BEV feature spaces. Additionally, we leverage the SD map characteristics to design an auxiliary intersection-aware keypoint detection task, which further enhances the overall scene understanding performance. Experimental results on the large-scale OpenLane-V2 dataset demonstrate that by effectively integrating SD map priors, our framework significantly improves both scene perception and topology reasoning, outperforming existing methods by a substantial margin.

A novel algorithm to detect road lanes in videos, called recursive video lane detector (RVLD), is proposed in this paper, which propagates the state of a current frame recursively to the next frame. RVLD consists of an intra-frame lane detector (ILD) and a predictive lane detector (PLD). First, we design ILD to localize lanes in a still frame. Second, we develop PLD to exploit the information of the previous frame for lane detection in a current frame. To this end, we estimate a motion field and warp the previous output to the current frame. Using the warped information, we refine the feature map of the current frame to detect lanes more reliably. Experimental results show that RVLD outperforms existing detectors on video lane datasets. Our codes are available at https://github.com/dongkwonjin/RVLD.

Vehicle-to-Vehicle (V2V) cooperative perception has great potential to enhance autonomous driving performance by overcoming perception limitations in complex adverse traffic scenarios (CATS). Meanwhile, data serves as the fundamental infrastructure for modern autonomous driving AI. However, due to stringent data collection requirements, existing datasets focus primarily on ordinary traffic scenarios, constraining the benefits of cooperative perception. To address this challenge, we introduce CATS-V2V, the first-of-its-kind real-world dataset for V2V cooperative perception under complex adverse traffic scenarios. The dataset was collected by two hardware time-synchronized vehicles, covering 10 weather and lighting conditions across 10 diverse locations. The 100-clip dataset includes 60K frames of 10 Hz LiDAR point clouds and 1.26M multi-view 30 Hz camera images, along with 750K anonymized yet high-precision RTK-fixed GNSS and IMU records. Correspondingly, we provide time-consistent 3D bounding box annotations for objects, as well as static scenes to construct a 4D BEV representation. On this basis, we propose a target-based temporal alignment method, ensuring that all objects are precisely aligned across all sensor modalities. We hope that CATS-V2V, the largest-scale, most supportive, and highest-quality dataset of its kind to date, will benefit the autonomous driving community in related tasks.

Focusing on the task of point-to-point navigation for an autonomous driving vehicle, we propose a novel deep learning model trained with end-to-end and multi-task learning manners to perform both perception and control tasks simultaneously. The model is used to drive the ego vehicle safely by following a sequence of routes defined by the global planner. The perception part of the model is used to encode high-dimensional observation data provided by an RGBD camera while performing semantic segmentation, semantic depth cloud (SDC) mapping, and traffic light state and stop sign prediction. Then, the control part decodes the encoded features along with additional information provided by GPS and speedometer to predict waypoints that come with a latent feature space. Furthermore, two agents are employed to process these outputs and make a control policy that determines the level of steering, throttle, and brake as the final action. The model is evaluated on CARLA simulator with various scenarios made of normal-adversarial situations and different weathers to mimic real-world conditions. In addition, we do a comparative study with some recent models to justify the performance in multiple aspects of driving. Moreover, we also conduct an ablation study on SDC mapping and multi-agent to understand their roles and behavior. As a result, our model achieves the highest driving score even with fewer parameters and computation load. To support future studies, we share our codes at https://github.com/oskarnatan/end-to-end-driving.

Topology reasoning aims to provide a precise understanding of road scenes, enabling autonomous systems to identify safe and efficient routes. In this paper, we present RoadPainter, an innovative approach for detecting and reasoning the topology of lane centerlines using multi-view images. The core concept behind RoadPainter is to extract a set of points from each centerline mask to improve the accuracy of centerline prediction. We start by implementing a transformer decoder that integrates a hybrid attention mechanism and a real-virtual separation strategy to predict coarse lane centerlines and establish topological associations. Then, we generate centerline instance masks guided by the centerline points from the transformer decoder. Moreover, we derive an additional set of points from each mask and combine them with previously detected centerline points for further refinement. Additionally, we introduce an optional module that incorporates a Standard Definition (SD) map to further optimize centerline detection and enhance topological reasoning performance. Experimental evaluations on the OpenLane-V2 dataset demonstrate the state-of-the-art performance of RoadPainter.

Recent advancements in driving world models enable controllable generation of high-quality RGB videos or multimodal videos. Existing methods primarily focus on metrics related to generation quality and controllability. However, they often overlook the evaluation of downstream perception tasks, which are really crucial for the performance of autonomous driving. Existing methods usually leverage a training strategy that first pretrains on synthetic data and finetunes on real data, resulting in twice the epochs compared to the baseline (real data only). When we double the epochs in the baseline, the benefit of synthetic data becomes negligible. To thoroughly demonstrate the benefit of synthetic data, we introduce Dream4Drive, a novel synthetic data generation framework designed for enhancing the downstream perception tasks. Dream4Drive first decomposes the input video into several 3D-aware guidance maps and subsequently renders the 3D assets onto these guidance maps. Finally, the driving world model is fine-tuned to produce the edited, multi-view photorealistic videos, which can be used to train the downstream perception models. Dream4Drive enables unprecedented flexibility in generating multi-view corner cases at scale, significantly boosting corner case perception in autonomous driving. To facilitate future research, we also contribute a large-scale 3D asset dataset named DriveObj3D, covering the typical categories in driving scenarios and enabling diverse 3D-aware video editing. We conduct comprehensive experiments to show that Dream4Drive can effectively boost the performance of downstream perception models under various training epochs. Page: https://wm-research.github.io/Dream4Drive/ GitHub Link: https://github.com/wm-research/Dream4Drive

In this paper, we revisit the limitations of anchor-based lane detection methods, which have predominantly focused on fixed anchors that stem from the edges of the image, disregarding their versatility and quality. To overcome the inflexibility of anchors, we decompose them into learning the heat map of starting points and their associated directions. This decomposition removes the limitations on the starting point of anchors, making our algorithm adaptable to different lane types in various datasets. To enhance the quality of anchors, we introduce the Large Kernel Attention (LKA) for Feature Pyramid Network (FPN). This significantly increases the receptive field, which is crucial in capturing the sufficient context as lane lines typically run throughout the entire image. We have named our proposed system the Anchor Decomposition Network (ADNet). Additionally, we propose the General Lane IoU (GLIoU) loss, which significantly improves the performance of ADNet in complex scenarios. Experimental results on three widely used lane detection benchmarks, VIL-100, CULane, and TuSimple, demonstrate that our approach outperforms the state-of-the-art methods on VIL-100 and exhibits competitive accuracy on CULane and TuSimple. Code and models will be released on https://github.com/ Sephirex-X/ADNet.

Autonomous trucking offers significant benefits, such as improved safety and reduced costs, but faces unique perception challenges due to trucks' large size and dynamic trailer movements. These challenges include extensive blind spots and occlusions that hinder the truck's perception and the capabilities of other road users. To address these limitations, cooperative perception emerges as a promising solution. However, existing datasets predominantly feature light vehicle interactions or lack multi-agent configurations for heavy-duty vehicle scenarios. To bridge this gap, we introduce TruckV2X, the first large-scale truck-centered cooperative perception dataset featuring multi-modal sensing (LiDAR and cameras) and multi-agent cooperation (tractors, trailers, CAVs, and RSUs). We further investigate how trucks influence collaborative perception needs, establishing performance benchmarks while suggesting research priorities for heavy vehicle perception. The dataset provides a foundation for developing cooperative perception systems with enhanced occlusion handling capabilities, and accelerates the deployment of multi-agent autonomous trucking systems. The TruckV2X dataset is available at https://huggingface.co/datasets/XieTenghu1/TruckV2X.

Multi-agent collaborative perception as a potential application for vehicle-to-everything communication could significantly improve the perception performance of autonomous vehicles over single-agent perception. However, several challenges remain in achieving pragmatic information sharing in this emerging research. In this paper, we propose SCOPE, a novel collaborative perception framework that aggregates the spatio-temporal awareness characteristics across on-road agents in an end-to-end manner. Specifically, SCOPE has three distinct strengths: i) it considers effective semantic cues of the temporal context to enhance current representations of the target agent; ii) it aggregates perceptually critical spatial information from heterogeneous agents and overcomes localization errors via multi-scale feature interactions; iii) it integrates multi-source representations of the target agent based on their complementary contributions by an adaptive fusion paradigm. To thoroughly evaluate SCOPE, we consider both real-world and simulated scenarios of collaborative 3D object detection tasks on three datasets. Extensive experiments demonstrate the superiority of our approach and the necessity of the proposed components.

In the field of autonomous driving, there have been many excellent perception models for object detection, semantic segmentation, and other tasks, but how can we effectively use the perception models for vehicle planning? Traditional autonomous vehicle trajectory prediction methods not only need to obey traffic rules to avoid collisions, but also need to follow the prescribed route to reach the destination. In this paper, we propose a Transformer-based trajectory prediction network for end-to-end autonomous driving without rules called Target-point Attention Transformer network (TAT). We use the attention mechanism to realize the interaction between the predicted trajectory and the perception features as well as target-points. We demonstrate that our proposed method outperforms existing conditional imitation learning and GRU-based methods, significantly reducing the occurrence of accidents and improving route completion. We evaluate our approach in complex closed loop driving scenarios in cities using the CARLA simulator and achieve state-of-the-art performance.

Evaluating the performance of perception modules in autonomous driving is one of the most critical tasks in developing the complex intelligent system. While module-level unit test metrics adopted from traditional computer vision tasks are feasible to some extent, it remains far less explored to measure the impact of perceptual noise on the driving quality of autonomous vehicles in a consistent and holistic manner. In this work, we propose a principled framework that provides a coherent and systematic understanding of the impact an error in the perception module imposes on an autonomous agent's planning that actually controls the vehicle. Specifically, the planning process is formulated as expected utility maximisation, where all input signals from upstream modules jointly provide a world state description, and the planner strives for the optimal action by maximising the expected utility determined by both world states and actions. We show that, under practical conditions, the objective function can be represented as an inner product between the world state description and the utility function in a Hilbert space. This geometric interpretation enables a novel way to analyse the impact of noise in world state estimation on planning and leads to a universal metric for evaluating perception. The whole framework resembles the idea of transcendental idealism in the classical philosophical literature, which gives the name to our approach.

Scene completion and forecasting are two popular perception problems in research for mobile agents like autonomous vehicles. Existing approaches treat the two problems in isolation, resulting in a separate perception of the two aspects. In this paper, we introduce a novel LiDAR perception task of Occupancy Completion and Forecasting (OCF) in the context of autonomous driving to unify these aspects into a cohesive framework. This task requires new algorithms to address three challenges altogether: (1) sparse-to-dense reconstruction, (2) partial-to-complete hallucination, and (3) 3D-to-4D prediction. To enable supervision and evaluation, we curate a large-scale dataset termed OCFBench from public autonomous driving datasets. We analyze the performance of closely related existing baseline models and our own ones on our dataset. We envision that this research will inspire and call for further investigation in this evolving and crucial area of 4D perception. Our code for data curation and baseline implementation is available at https://github.com/ai4ce/Occ4cast.

In this paper, we propose an accurate and robust perception module for Autonomous Vehicles (AVs) for drivable space extraction. Perception is crucial in autonomous driving, where many deep learning-based methods, while accurate on benchmark datasets, fail to generalize effectively, especially in diverse and unpredictable environments. Our work introduces a robust easy-to-generalize perception module that leverages LiDAR, camera, and HD map data fusion to deliver a safe and reliable drivable space in all weather conditions. We present an adaptive ground removal and curb detection method integrated with HD map data for enhanced obstacle detection reliability. Additionally, we propose an adaptive DBSCAN clustering algorithm optimized for precipitation noise, and a cost-effective LiDAR-camera frustum association that is resilient to calibration discrepancies. Our comprehensive drivable space representation incorporates all perception data, ensuring compatibility with vehicle dimensions and road regulations. This approach not only improves generalization and efficiency, but also significantly enhances safety in autonomous vehicle operations. Our approach is tested on a real dataset and its reliability is verified during the daily (including harsh snowy weather) operation of our autonomous shuttle, WATonoBus

Surround-view system (SVS) is widely used in the Advanced Driver Assistance System (ADAS). SVS uses four fisheye lenses to monitor real-time scenes around the vehicle. However, accurate intrinsic and extrinsic parameter estimation is required for the proper functioning of the system. At present, the intrinsic calibration can be pipeline by utilizing checkerboard algorithm, while extrinsic calibration is still immature. Therefore, we proposed a specific calibration pipeline to estimate extrinsic parameters robustly. This scheme takes a driving sequence of four cameras as input. It firstly utilizes lane line to roughly estimate each camera pose. Considering the environmental condition differences in each camera, we separately select strategies from two methods to accurately estimate the extrinsic parameters. To achieve accurate estimates for both front and rear camera, we proposed a method that mutually iterating line detection and pose estimation. As for bilateral camera, we iteratively adjust the camera pose and position by minimizing texture and edge error between ground projections of adjacent cameras. After estimating the extrinsic parameters, the surround-view image can be synthesized by homography-based transformation. The proposed pipeline can robustly estimate the four SVS camera extrinsic parameters in real driving environments. In addition, to evaluate the proposed scheme, we build a surround-view fisheye dataset, which contains 40 videos with 32,000 frames, acquired from different real traffic scenarios. All the frames in each video are manually labeled with lane annotation, with its GT extrinsic parameters. Moreover, this surround-view dataset could be used by other researchers to evaluate their performance. The dataset will be available soon.

Traffic Salient Object Detection (TSOD) aims to segment the objects critical to driving safety by combining semantic (e.g., collision risks) and visual saliency. Unlike SOD in natural scene images (NSI-SOD), which prioritizes visually distinctive regions, TSOD emphasizes the objects that demand immediate driver attention due to their semantic impact, even with low visual contrast. This dual criterion, i.e., bridging perception and contextual risk, re-defines saliency for autonomous and assisted driving systems. To address the lack of task-specific benchmarks, we collect the first large-scale TSOD dataset with pixel-wise saliency annotations, named TSOD10K. TSOD10K covers the diverse object categories in various real-world traffic scenes under various challenging weather/illumination variations (e.g., fog, snowstorms, low-contrast, and low-light). Methodologically, we propose a Mamba-based TSOD model, termed Tramba. Considering the challenge of distinguishing inconspicuous visual information from complex traffic backgrounds, Tramba introduces a novel Dual-Frequency Visual State Space module equipped with shifted window partitioning and dilated scanning to enhance the perception of fine details and global structure by hierarchically decomposing high/low-frequency components. To emphasize critical regions in traffic scenes, we propose a traffic-oriented Helix 2D-Selective-Scan (Helix-SS2D) mechanism that injects driving attention priors while effectively capturing global multi-direction spatial dependencies. We establish a comprehensive benchmark by evaluating Tramba and 22 existing NSI-SOD models on TSOD10K, demonstrating Tramba's superiority. Our research establishes the first foundation for safety-aware saliency analysis in intelligent transportation systems.

When working around other agents such as humans, it is important to model their perception capabilities to predict and make sense of their behavior. In this work, we consider agents whose perception capabilities are determined by their limited field of view, viewing range, and the potential to miss objects within their viewing range. By considering the perception capabilities and observation model of agents independently from their motion policy, we show that we can better predict the agents' behavior; i.e., by reasoning about the perception capabilities of other agents, one can better make sense of their actions. We perform a user study where human operators navigate a cluttered scene while scanning the region for obstacles with a limited field of view and range. We show that by reasoning about the limited observation space of humans, a robot can better learn a human's strategy for navigating an environment and navigate with minimal collision with dynamic and static obstacles. We also show that this learned model helps it successfully navigate a physical hardware vehicle in real-time. Code available at https://github.com/labicon/HRMotion-RestrictedView.

Collaborative perception, which greatly enhances the sensing capability of connected and autonomous vehicles (CAVs) by incorporating data from external resources, also brings forth potential security risks. CAVs' driving decisions rely on remote untrusted data, making them susceptible to attacks carried out by malicious participants in the collaborative perception system. However, security analysis and countermeasures for such threats are absent. To understand the impact of the vulnerability, we break the ground by proposing various real-time data fabrication attacks in which the attacker delivers crafted malicious data to victims in order to perturb their perception results, leading to hard brakes or increased collision risks. Our attacks demonstrate a high success rate of over 86\% on high-fidelity simulated scenarios and are realizable in real-world experiments. To mitigate the vulnerability, we present a systematic anomaly detection approach that enables benign vehicles to jointly reveal malicious fabrication. It detects 91.5% of attacks with a false positive rate of 3% in simulated scenarios and significantly mitigates attack impacts in real-world scenarios.

Topology reasoning aims to comprehensively understand road scenes and present drivable routes in autonomous driving. It requires detecting road centerlines (lane) and traffic elements, further reasoning their topology relationship, i.e., lane-lane topology, and lane-traffic topology. In this work, we first present that the topology score relies heavily on detection performance on lane and traffic elements. Therefore, we introduce a powerful 3D lane detector and an improved 2D traffic element detector to extend the upper limit of topology performance. Further, we propose TopoMLP, a simple yet high-performance pipeline for driving topology reasoning. Based on the impressive detection performance, we develop two simple MLP-based heads for topology generation. TopoMLP achieves state-of-the-art performance on OpenLane-V2 benchmark, i.e., 41.2% OLS with ResNet-50 backbone. It is also the 1st solution for 1st OpenLane Topology in Autonomous Driving Challenge. We hope such simple and strong pipeline can provide some new insights to the community. Code is at https://github.com/wudongming97/TopoMLP.

This work tackles scene understanding for outdoor robotic navigation, solely relying on images captured by an on-board camera. Conventional visual scene understanding interprets the environment based on specific descriptive categories. However, such a representation is not directly interpretable for decision-making and constrains robot operation to a specific domain. Thus, we propose to segment egocentric images directly in terms of how a robot can navigate in them, and tailor the learning problem to an autonomous navigation task. Building around an image segmentation network, we present a generic affordance consisting of 3 driveability levels which can broadly apply to both urban and off-road scenes. By encoding these levels with soft ordinal labels, we incorporate inter-class distances during learning which improves segmentation compared to standard "hard" one-hot labelling. In addition, we propose a navigation-oriented pixel-wise loss weighting method which assigns higher importance to safety-critical areas. We evaluate our approach on large-scale public image segmentation datasets ranging from sunny city streets to snowy forest trails. In a cross-dataset generalization experiment, we show that our affordance learning scheme can be applied across a diverse mix of datasets and improves driveability estimation in unseen environments compared to general-purpose, single-dataset segmentation.

Partial perception deficits can compromise autonomous vehicle safety by disrupting environmental understanding. Current protocols typically respond with immediate stops or minimal-risk maneuvers, worsening traffic flow and lacking flexibility for rare driving scenarios. In this paper, we propose LLM-RCO, a framework leveraging large language models to integrate human-like driving commonsense into autonomous systems facing perception deficits. LLM-RCO features four key modules: hazard inference, short-term motion planner, action condition verifier, and safety constraint generator. These modules interact with the dynamic driving environment, enabling proactive and context-aware control actions to override the original control policy of autonomous agents. To improve safety in such challenging conditions, we construct DriveLM-Deficit, a dataset of 53,895 video clips featuring deficits of safety-critical objects, complete with annotations for LLM-based hazard inference and motion planning fine-tuning. Extensive experiments in adverse driving conditions with the CARLA simulator demonstrate that systems equipped with LLM-RCO significantly improve driving performance, highlighting its potential for enhancing autonomous driving resilience against adverse perception deficits. Our results also show that LLMs fine-tuned with DriveLM-Deficit can enable more proactive movements instead of conservative stops in the context of perception deficits.

Various methods have been proposed for utilizing Large Language Models (LLMs) in autonomous driving. One strategy of using LLMs for autonomous driving involves inputting surrounding objects as text prompts to the LLMs, along with their coordinate and velocity information, and then outputting the subsequent movements of the vehicle. When using LLMs for such purposes, capabilities such as spatial recognition and planning are essential. In particular, two foundational capabilities are required: (1) spatial-aware decision making, which is the ability to recognize space from coordinate information and make decisions to avoid collisions, and (2) the ability to adhere to traffic rules. However, quantitative research has not been conducted on how accurately different types of LLMs can handle these problems. In this study, we quantitatively evaluated these two abilities of LLMs in the context of autonomous driving. Furthermore, to conduct a Proof of Concept (POC) for the feasibility of implementing these abilities in actual vehicles, we developed a system that uses LLMs to drive a vehicle.

We propose a novel method to estimate a driver's points-of-gaze using a pair of ordinary cameras mounted on the windshield and dashboard of a car. This is a challenging problem due to the dynamics of traffic environments with 3D scenes of unknown depths. This problem is further complicated by the volatile distance between the driver and the camera system. To tackle these challenges, we develop a novel convolutional network that simultaneously analyzes the image of the scene and the image of the driver's face. This network has a camera calibration module that can compute an embedding vector that represents the spatial configuration between the driver and the camera system. This calibration module improves the overall network's performance, which can be jointly trained end to end. We also address the lack of annotated data for training and evaluation by introducing a large-scale driving dataset with point-of-gaze annotations. This is an in situ dataset of real driving sessions in an urban city, containing synchronized images of the driving scene as well as the face and gaze of the driver. Experiments on this dataset show that the proposed method outperforms various baseline methods, having the mean prediction error of 29.69 pixels, which is relatively small compared to the 1280{times}720 resolution of the scene camera.

We investigate the Vision-and-Language Navigation (VLN) problem in the context of autonomous driving in outdoor settings. We solve the problem by explicitly grounding the navigable regions corresponding to the textual command. At each timestamp, the model predicts a segmentation mask corresponding to the intermediate or the final navigable region. Our work contrasts with existing efforts in VLN, which pose this task as a node selection problem, given a discrete connected graph corresponding to the environment. We do not assume the availability of such a discretised map. Our work moves towards continuity in action space, provides interpretability through visual feedback and allows VLN on commands requiring finer manoeuvres like "park between the two cars". Furthermore, we propose a novel meta-dataset CARLA-NAV to allow efficient training and validation. The dataset comprises pre-recorded training sequences and a live environment for validation and testing. We provide extensive qualitative and quantitive empirical results to validate the efficacy of the proposed approach.

Recent advances in multi-modal large language models (MLLMs) have demonstrated strong performance across various domains; however, their ability to comprehend driving scenes remains less proven. The complexity of driving scenarios, which includes multi-view information, poses significant challenges for existing MLLMs. In this paper, we introduce NuPlanQA-Eval, a multi-view, multi-modal evaluation benchmark for driving scene understanding. To further support generalization to multi-view driving scenarios, we also propose NuPlanQA-1M, a large-scale dataset comprising 1M real-world visual question-answering (VQA) pairs. For context-aware analysis of traffic scenes, we categorize our dataset into nine subtasks across three core skills: Road Environment Perception, Spatial Relations Recognition, and Ego-Centric Reasoning. Furthermore, we present BEV-LLM, integrating Bird's-Eye-View (BEV) features from multi-view images into MLLMs. Our evaluation results reveal key challenges that existing MLLMs face in driving scene-specific perception and spatial reasoning from ego-centric perspectives. In contrast, BEV-LLM demonstrates remarkable adaptability to this domain, outperforming other models in six of the nine subtasks. These findings highlight how BEV integration enhances multi-view MLLMs while also identifying key areas that require further refinement for effective adaptation to driving scenes. To facilitate further research, we publicly release NuPlanQA at https://github.com/sungyeonparkk/NuPlanQA.

Adverse conditions like snow, rain, nighttime, and fog, pose challenges for autonomous driving perception systems. Existing methods have limited effectiveness in improving essential computer vision tasks, such as semantic segmentation, and often focus on only one specific condition, such as removing rain or translating nighttime images into daytime ones. To address these limitations, we propose a method to improve the visual quality and clarity degraded by such adverse conditions. Our method, AllWeather-Net, utilizes a novel hierarchical architecture to enhance images across all adverse conditions. This architecture incorporates information at three semantic levels: scene, object, and texture, by discriminating patches at each level. Furthermore, we introduce a Scaled Illumination-aware Attention Mechanism (SIAM) that guides the learning towards road elements critical for autonomous driving perception. SIAM exhibits robustness, remaining unaffected by changes in weather conditions or environmental scenes. AllWeather-Net effectively transforms images into normal weather and daytime scenes, demonstrating superior image enhancement results and subsequently enhancing the performance of semantic segmentation, with up to a 5.3% improvement in mIoU in the trained domain. We also show our model's generalization ability by applying it to unseen domains without re-training, achieving up to 3.9% mIoU improvement. Code can be accessed at: https://github.com/Jumponthemoon/AllWeatherNet.

We present a novel deep learning based algorithm for video inpainting. Video inpainting is a process of completing corrupted or missing regions in videos. Video inpainting has additional challenges compared to image inpainting due to the extra temporal information as well as the need for maintaining the temporal coherency. We propose a novel DNN-based framework called the Copy-and-Paste Networks for video inpainting that takes advantage of additional information in other frames of the video. The network is trained to copy corresponding contents in reference frames and paste them to fill the holes in the target frame. Our network also includes an alignment network that computes affine matrices between frames for the alignment, enabling the network to take information from more distant frames for robustness. Our method produces visually pleasing and temporally coherent results while running faster than the state-of-the-art optimization-based method. In addition, we extend our framework for enhancing over/under exposed frames in videos. Using this enhancement technique, we were able to significantly improve the lane detection accuracy on road videos.

End-to-end autonomous driving (E2E-AD) demands effective processing of multi-view sensory data and robust handling of diverse and complex driving scenarios, particularly rare maneuvers such as aggressive turns. Recent success of Mixture-of-Experts (MoE) architecture in Large Language Models (LLMs) demonstrates that specialization of parameters enables strong scalability. In this work, we propose DriveMoE, a novel MoE-based E2E-AD framework, with a Scene-Specialized Vision MoE and a Skill-Specialized Action MoE. DriveMoE is built upon our pi_0 Vision-Language-Action (VLA) baseline (originally from the embodied AI field), called Drive-pi_0. Specifically, we add Vision MoE to Drive-pi_0 by training a router to select relevant cameras according to the driving context dynamically. This design mirrors human driving cognition, where drivers selectively attend to crucial visual cues rather than exhaustively processing all visual information. In addition, we add Action MoE by training another router to activate specialized expert modules for different driving behaviors. Through explicit behavioral specialization, DriveMoE is able to handle diverse scenarios without suffering from modes averaging like existing models. In Bench2Drive closed-loop evaluation experiments, DriveMoE achieves state-of-the-art (SOTA) performance, demonstrating the effectiveness of combining vision and action MoE in autonomous driving tasks. We will release our code and models of DriveMoE and Drive-pi_0.

We introduce RoScenes, the largest multi-view roadside perception dataset, which aims to shed light on the development of vision-centric Bird's Eye View (BEV) approaches for more challenging traffic scenes. The highlights of RoScenes include significantly large perception area, full scene coverage and crowded traffic. More specifically, our dataset achieves surprising 21.13M 3D annotations within 64,000 m^2. To relieve the expensive costs of roadside 3D labeling, we present a novel BEV-to-3D joint annotation pipeline to efficiently collect such a large volume of data. After that, we organize a comprehensive study for current BEV methods on RoScenes in terms of effectiveness and efficiency. Tested methods suffer from the vast perception area and variation of sensor layout across scenes, resulting in performance levels falling below expectations. To this end, we propose RoBEV that incorporates feature-guided position embedding for effective 2D-3D feature assignment. With its help, our method outperforms state-of-the-art by a large margin without extra computational overhead on validation set. Our dataset and devkit will be made available at https://github.com/xiaosu-zhu/RoScenes.

Visual perspective-taking (VPT), the ability to understand the viewpoint of another person, enables individuals to anticipate the actions of other people. For instance, a driver can avoid accidents by assessing what pedestrians see. Humans typically develop this skill in early childhood, but it remains unclear whether the recently emerging Vision Language Models (VLMs) possess such capability. Furthermore, as these models are increasingly deployed in the real world, understanding how they perform nuanced tasks like VPT becomes essential. In this paper, we introduce two manually curated datasets, Isle-Bricks and Isle-Dots for testing VPT skills, and we use it to evaluate 12 commonly used VLMs. Across all models, we observe a significant performance drop when perspective-taking is required. Additionally, we find performance in object detection tasks is poorly correlated with performance on VPT tasks, suggesting that the existing benchmarks might not be sufficient to understand this problem. The code and the dataset will be available at https://sites.google.com/view/perspective-taking

If a Large Language Model (LLM) were to take a driving knowledge test today, would it pass? Beyond standard spatial and visual question-answering (QA) tasks on current autonomous driving benchmarks, driving knowledge tests require a complete understanding of all traffic rules, signage, and right-of-way principles. To pass this test, human drivers must discern various edge cases that rarely appear in real-world datasets. In this work, we present DriveQA, an extensive open-source text and vision-based benchmark that exhaustively covers traffic regulations and scenarios. Through our experiments using DriveQA, we show that (1) state-of-the-art LLMs and Multimodal LLMs (MLLMs) perform well on basic traffic rules but exhibit significant weaknesses in numerical reasoning and complex right-of-way scenarios, traffic sign variations, and spatial layouts, (2) fine-tuning on DriveQA improves accuracy across multiple categories, particularly in regulatory sign recognition and intersection decision-making, (3) controlled variations in DriveQA-V provide insights into model sensitivity to environmental factors such as lighting, perspective, distance, and weather conditions, and (4) pretraining on DriveQA enhances downstream driving task performance, leading to improved results on real-world datasets such as nuScenes and BDD, while also demonstrating that models can internalize text and synthetic traffic knowledge to generalize effectively across downstream QA tasks.

Large Vision-Language Models (LVLMs), due to the remarkable visual reasoning ability to understand images and videos, have received widespread attention in the autonomous driving domain, which significantly advances the development of interpretable end-to-end autonomous driving. However, current evaluations of LVLMs primarily focus on the multi-faceted capabilities in common scenarios, lacking quantifiable and automated assessment in autonomous driving contexts, let alone severe road corner cases that even the state-of-the-art autonomous driving perception systems struggle to handle. In this paper, we propose CODA-LM, a novel vision-language benchmark for self-driving, which provides the first automatic and quantitative evaluation of LVLMs for interpretable autonomous driving including general perception, regional perception, and driving suggestions. CODA-LM utilizes the texts to describe the road images, exploiting powerful text-only large language models (LLMs) without image inputs to assess the capabilities of LVLMs in autonomous driving scenarios, which reveals stronger alignment with human preferences than LVLM judges. Experiments demonstrate that even the closed-sourced commercial LVLMs like GPT-4V cannot deal with road corner cases well, suggesting that we are still far from a strong LVLM-powered intelligent driving agent, and we hope our CODA-LM can become the catalyst to promote future development.

Autonomous vehicle (AV) systems rely on robust perception models as a cornerstone of safety assurance. However, objects encountered on the road exhibit a long-tailed distribution, with rare or unseen categories posing challenges to a deployed perception model. This necessitates an expensive process of continuously curating and annotating data with significant human effort. We propose to leverage recent advances in vision-language and large language models to design an Automatic Data Engine (AIDE) that automatically identifies issues, efficiently curates data, improves the model through auto-labeling, and verifies the model through generation of diverse scenarios. This process operates iteratively, allowing for continuous self-improvement of the model. We further establish a benchmark for open-world detection on AV datasets to comprehensively evaluate various learning paradigms, demonstrating our method's superior performance at a reduced cost.

The confluence of the advancement of Autonomous Vehicles (AVs) and the maturity of Vehicle-to-Everything (V2X) communication has enabled the capability of cooperative connected and automated vehicles (CAVs). Building on top of cooperative perception, this paper explores the feasibility and effectiveness of cooperative motion prediction. Our method, CMP, takes LiDAR signals as model input to enhance tracking and prediction capabilities. Unlike previous work that focuses separately on either cooperative perception or motion prediction, our framework, to the best of our knowledge, is the first to address the unified problem where CAVs share information in both perception and prediction modules. Incorporated into our design is the unique capability to tolerate realistic V2X transmission delays, while dealing with bulky perception representations. We also propose a prediction aggregation module, which unifies the predictions obtained by different CAVs and generates the final prediction. Through extensive experiments and ablation studies on the OPV2V and V2V4Real datasets, we demonstrate the effectiveness of our method in cooperative perception, tracking, and motion prediction. In particular, CMP reduces the average prediction error by 12.3% compared with the strongest baseline. Our work marks a significant step forward in the cooperative capabilities of CAVs, showcasing enhanced performance in complex scenarios. More details can be found on the project website: https://cmp-cooperative-prediction.github.io.

All vehicles must follow the rules that govern traffic behavior, regardless of whether the vehicles are human-driven or Connected Autonomous Vehicles (CAVs). Road signs indicate locally active rules, such as speed limits and requirements to yield or stop. Recent research has demonstrated attacks, such as adding stickers or projected colored patches to signs, that cause CAV misinterpretation, resulting in potential safety issues. Humans can see and potentially defend against these attacks. But humans can not detect what they can not observe. We have developed an effective physical-world attack that leverages the sensitivity of filterless image sensors and the properties of Infrared Laser Reflections (ILRs), which are invisible to humans. The attack is designed to affect CAV cameras and perception, undermining traffic sign recognition by inducing misclassification. In this work, we formulate the threat model and requirements for an ILR-based traffic sign perception attack to succeed. We evaluate the effectiveness of the ILR attack with real-world experiments against two major traffic sign recognition architectures on four IR-sensitive cameras. Our black-box optimization methodology allows the attack to achieve up to a 100% attack success rate in indoor, static scenarios and a >80.5% attack success rate in our outdoor, moving vehicle scenarios. We find the latest state-of-the-art certifiable defense is ineffective against ILR attacks as it mis-certifies >33.5% of cases. To address this, we propose a detection strategy based on the physical properties of IR laser reflections which can detect 96% of ILR attacks.

Collaborative Perception (CP) has shown a promising technique for autonomous driving, where multiple connected and autonomous vehicles (CAVs) share their perception information to enhance the overall perception performance and expand the perception range. However, in CP, ego CAV needs to receive messages from its collaborators, which makes it easy to be attacked by malicious agents. For example, a malicious agent can send harmful information to the ego CAV to mislead it. To address this critical issue, we propose a novel method, CP-Guard, a tailored defense mechanism for CP that can be deployed by each agent to accurately detect and eliminate malicious agents in its collaboration network. Our key idea is to enable CP to reach a consensus rather than a conflict against the ego CAV's perception results. Based on this idea, we first develop a probability-agnostic sample consensus (PASAC) method to effectively sample a subset of the collaborators and verify the consensus without prior probabilities of malicious agents. Furthermore, we define a collaborative consistency loss (CCLoss) to capture the discrepancy between the ego CAV and its collaborators, which is used as a verification criterion for consensus. Finally, we conduct extensive experiments in collaborative bird's eye view (BEV) tasks and our results demonstrate the effectiveness of our CP-Guard. Code is available at https://github.com/CP-Security/CP-Guard

Autonomous driving perceives its surroundings for decision making, which is one of the most complex scenarios in visual perception. The success of paradigm innovation in solving the 2D object detection task inspires us to seek an elegant, feasible, and scalable paradigm for fundamentally pushing the performance boundary in this area. To this end, we contribute the BEVDet paradigm in this paper. BEVDet performs 3D object detection in Bird-Eye-View (BEV), where most target values are defined and route planning can be handily performed. We merely reuse existing modules to build its framework but substantially develop its performance by constructing an exclusive data augmentation strategy and upgrading the Non-Maximum Suppression strategy. In the experiment, BEVDet offers an excellent trade-off between accuracy and time-efficiency. As a fast version, BEVDet-Tiny scores 31.2% mAP and 39.2% NDS on the nuScenes val set. It is comparable with FCOS3D, but requires just 11% computational budget of 215.3 GFLOPs and runs 9.2 times faster at 15.6 FPS. Another high-precision version dubbed BEVDet-Base scores 39.3% mAP and 47.2% NDS, significantly exceeding all published results. With a comparable inference speed, it surpasses FCOS3D by a large margin of +9.8% mAP and +10.0% NDS. The source code is publicly available for further research at https://github.com/HuangJunJie2017/BEVDet .

While personalization has been explored in traditional autonomous driving systems, it remains largely overlooked in end-to-end autonomous driving (E2EAD), despite its growing prominence. This gap is critical, as user-aligned behavior is essential for trust, comfort, and widespread adoption of autonomous vehicles. A core challenge is the lack of large-scale real-world datasets annotated with diverse and fine-grained driving preferences, hindering the development and evaluation of personalized E2EAD models. In this work, we present the first large-scale real-world dataset enriched with annotations capturing diverse driving preferences, establishing a foundation for personalization in E2EAD. We extract static environmental features from real-world road topology and infer dynamic contextual cues using a fine-tuned visual language model (VLM), enabling consistent and fine-grained scenario construction. Based on these scenarios, we derive objective preference annotations through behavioral distribution analysis and rule-based heuristics. To address the inherent subjectivity of driving style, we further employ the VLM to generate subjective annotations by jointly modeling scene semantics and driver behavior. Final high-quality labels are obtained through a human-in-the-loop verification process that fuses both perspectives. Building on this dataset, we propose the first benchmark for evaluating personalized E2EAD models. We assess several state-of-the-art models with and without preference conditioning, demonstrating that incorporating personalized preferences results in behavior more aligned with human driving. Our work lays the foundation for personalized E2EAD by providing a standardized platform to systematically integrate human preferences into data-driven E2EAD systems, catalyzing future research in human-centric autonomy.

With the advance of AI, road object detection has been a prominent topic in computer vision, mostly using perspective cameras. Fisheye lens provides omnidirectional wide coverage for using fewer cameras to monitor road intersections, however with view distortions. To our knowledge, there is no existing open dataset prepared for traffic surveillance on fisheye cameras. This paper introduces an open FishEye8K benchmark dataset for road object detection tasks, which comprises 157K bounding boxes across five classes (Pedestrian, Bike, Car, Bus, and Truck). In addition, we present benchmark results of State-of-The-Art (SoTA) models, including variations of YOLOv5, YOLOR, YOLO7, and YOLOv8. The dataset comprises 8,000 images recorded in 22 videos using 18 fisheye cameras for traffic monitoring in Hsinchu, Taiwan, at resolutions of 1080times1080 and 1280times1280. The data annotation and validation process were arduous and time-consuming, due to the ultra-wide panoramic and hemispherical fisheye camera images with large distortion and numerous road participants, particularly people riding scooters. To avoid bias, frames from a particular camera were assigned to either the training or test sets, maintaining a ratio of about 70:30 for both the number of images and bounding boxes in each class. Experimental results show that YOLOv8 and YOLOR outperform on input sizes 640times640 and 1280times1280, respectively. The dataset will be available on GitHub with PASCAL VOC, MS COCO, and YOLO annotation formats. The FishEye8K benchmark will provide significant contributions to the fisheye video analytics and smart city applications.

Nowadays, there are outstanding strides towards a future with autonomous vehicles on our roads. While the perception of autonomous vehicles performs well under closed-set conditions, they still struggle to handle the unexpected. This survey provides an extensive overview of anomaly detection techniques based on camera, lidar, radar, multimodal and abstract object level data. We provide a systematization including detection approach, corner case level, ability for an online application, and further attributes. We outline the state-of-the-art and point out current research gaps.

Generating photorealistic driving videos has seen significant progress recently, but current methods largely focus on ordinary, non-adversarial scenarios. Meanwhile, efforts to generate adversarial driving scenarios often operate on abstract trajectory or BEV representations, falling short of delivering realistic sensor data that can truly stress-test autonomous driving (AD) systems. In this work, we introduce Challenger, a framework that produces physically plausible yet photorealistic adversarial driving videos. Generating such videos poses a fundamental challenge: it requires jointly optimizing over the space of traffic interactions and high-fidelity sensor observations. Challenger makes this affordable through two techniques: (1) a physics-aware multi-round trajectory refinement process that narrows down candidate adversarial maneuvers, and (2) a tailored trajectory scoring function that encourages realistic yet adversarial behavior while maintaining compatibility with downstream video synthesis. As tested on the nuScenes dataset, Challenger generates a diverse range of aggressive driving scenarios-including cut-ins, sudden lane changes, tailgating, and blind spot intrusions-and renders them into multiview photorealistic videos. Extensive evaluations show that these scenarios significantly increase the collision rate of state-of-the-art end-to-end AD models (UniAD, VAD, SparseDrive, and DiffusionDrive), and importantly, adversarial behaviors discovered for one model often transfer to others.

Vehicle-to-vehicle (V2V) communications have greatly enhanced the perception capabilities of connected and automated vehicles (CAVs) by enabling information sharing to "see through the occlusions", resulting in significant performance improvements. However, developing and training complex multi-agent perception models from scratch can be expensive and unnecessary when existing single-agent models show remarkable generalization capabilities. In this paper, we propose a new framework termed MACP, which equips a single-agent pre-trained model with cooperation capabilities. We approach this objective by identifying the key challenges of shifting from single-agent to cooperative settings, adapting the model by freezing most of its parameters and adding a few lightweight modules. We demonstrate in our experiments that the proposed framework can effectively utilize cooperative observations and outperform other state-of-the-art approaches in both simulated and real-world cooperative perception benchmarks while requiring substantially fewer tunable parameters with reduced communication costs. Our source code is available at https://github.com/PurdueDigitalTwin/MACP.

The problem of predicting driver attention from the driving perspective is gaining increasing research focus due to its remarkable significance for autonomous driving and assisted driving systems. The driving experience is extremely important for safe driving,a skilled driver is able to effortlessly predict oncoming danger (before it becomes salient) based on the driving experience and quickly pay attention to the corresponding zones.However, the nonobjective driving experience is difficult to model, so a mechanism simulating the driver experience accumulation procedure is absent in existing methods, and the current methods usually follow the technique line of saliency prediction methods to predict driver attention. In this paper, we propose a FeedBack Loop Network (FBLNet), which attempts to model the driving experience accumulation procedure. By over-and-over iterations, FBLNet generates the incremental knowledge that carries rich historically-accumulative and long-term temporal information. The incremental knowledge in our model is like the driving experience of humans. Under the guidance of the incremental knowledge, our model fuses the CNN feature and Transformer feature that are extracted from the input image to predict driver attention. Our model exhibits a solid advantage over existing methods, achieving an outstanding performance improvement on two driver attention benchmark datasets.

Computer vision applications in intelligent transportation systems (ITS) and autonomous driving (AD) have gravitated towards deep neural network architectures in recent years. While performance seems to be improving on benchmark datasets, many real-world challenges are yet to be adequately considered in research. This paper conducted an extensive literature review on the applications of computer vision in ITS and AD, and discusses challenges related to data, models, and complex urban environments. The data challenges are associated with the collection and labeling of training data and its relevance to real world conditions, bias inherent in datasets, the high volume of data needed to be processed, and privacy concerns. Deep learning (DL) models are commonly too complex for real-time processing on embedded hardware, lack explainability and generalizability, and are hard to test in real-world settings. Complex urban traffic environments have irregular lighting and occlusions, and surveillance cameras can be mounted at a variety of angles, gather dirt, shake in the wind, while the traffic conditions are highly heterogeneous, with violation of rules and complex interactions in crowded scenarios. Some representative applications that suffer from these problems are traffic flow estimation, congestion detection, autonomous driving perception, vehicle interaction, and edge computing for practical deployment. The possible ways of dealing with the challenges are also explored while prioritizing practical deployment.

Deep neural networks (DNN) which are employed in perception systems for autonomous driving require a huge amount of data to train on, as they must reliably achieve high performance in all kinds of situations. However, these DNN are usually restricted to a closed set of semantic classes available in their training data, and are therefore unreliable when confronted with previously unseen instances. Thus, multiple perception datasets have been created for the evaluation of anomaly detection methods, which can be categorized into three groups: real anomalies in real-world, synthetic anomalies augmented into real-world and completely synthetic scenes. This survey provides a structured and, to the best of our knowledge, complete overview and comparison of perception datasets for anomaly detection in autonomous driving. Each chapter provides information about tasks and ground truth, context information, and licenses. Additionally, we discuss current weaknesses and gaps in existing datasets to underline the importance of developing further data.

In this paper, we present a novel diffusion-based model for lane detection, called DiffusionLane, which treats the lane detection task as a denoising diffusion process in the parameter space of the lane. Firstly, we add the Gaussian noise to the parameters (the starting point and the angle) of ground truth lanes to obtain noisy lane anchors, and the model learns to refine the noisy lane anchors in a progressive way to obtain the target lanes. Secondly, we propose a hybrid decoding strategy to address the poor feature representation of the encoder, resulting from the noisy lane anchors. Specifically, we design a hybrid diffusion decoder to combine global-level and local-level decoders for high-quality lane anchors. Then, to improve the feature representation of the encoder, we employ an auxiliary head in the training stage to adopt the learnable lane anchors for enriching the supervision on the encoder. Experimental results on four benchmarks, Carlane, Tusimple, CULane, and LLAMAS, show that DiffusionLane possesses a strong generalization ability and promising detection performance compared to the previous state-of-the-art methods. For example, DiffusionLane with ResNet18 surpasses the existing methods by at least 1\% accuracy on the domain adaptation dataset Carlane. Besides, DiffusionLane with MobileNetV4 gets 81.32\% F1 score on CULane, 96.89\% accuracy on Tusimple with ResNet34, and 97.59\% F1 score on LLAMAS with ResNet101. Code will be available at https://github.com/zkyntu/UnLanedet.

Driving on roads is restricted by various traffic rules, aiming to ensure safety for all traffic participants. However, human road users usually do not adhere to these rules strictly, resulting in varying degrees of rule conformity. Such deviations from given rules are key components of today's road traffic. In autonomous driving, robotic agents can disturb traffic flow, when rule deviations are not taken into account. In this paper, we present an approach to derive the distribution of degrees of rule conformity from human driving data. We demonstrate our method with the Waymo Open Motion dataset and Safety Distance and Speed Limit rules.

Vehicle-to-Everything communications-assisted Autonomous Driving (V2X-AD) has witnessed remarkable advancements in recent years, with pragmatic communications (PragComm) emerging as a promising paradigm for real-time collaboration among vehicles and other agents.Simultaneously, extensive research has explored the interplay between collaborative perception and decision-making in end-to-end driving frameworks.In this work, we revisit the collaborative driving problem and propose the Select2Drive framework to optimize the utilization of limited computational and communication resources.Particularly, to mitigate cumulative latency in perception and decision-making, Select2Drive introduces Distributed Predictive Perception (DPP) by formulating an active prediction paradigm and simplifies high-dimensional semantic feature prediction into computation cost-efficient, motion-aware reconstruction. Given the "less is more" principle that a broadened perceptual horizon possibly confuses the decision module rather than contributing to it, Select2Drive utilizes Area-of-Importance-based PragComm (APC) to prioritize the communications of critical regions, thus boosting both communication efficiency and decision-making efficacy. Empirical evaluations on the V2Xverse dataset and CARLA driving simulator demonstrate that Select2Drive achieves a 11.31% (resp. 7.69%) improvement in offline perception tasks under limited bandwidth (resp. pose error conditions). Moreover, it delivers at most 14.68% and 31.76% enhancement in closed-loop driving scores and route completion rates, particularly in scenarios characterized by dense traffic and high-speed dynamics.

End-to-end vision-based imitation learning has demonstrated promising results in autonomous driving by learning control commands directly from expert demonstrations. However, traditional approaches rely on either regressionbased models, which provide precise control but lack confidence estimation, or classification-based models, which offer confidence scores but suffer from reduced precision due to discretization. This limitation makes it challenging to quantify the reliability of predicted actions and apply corrections when necessary. In this work, we introduce a dual-head neural network architecture that integrates both regression and classification heads to improve decision reliability in imitation learning. The regression head predicts continuous driving actions, while the classification head estimates confidence, enabling a correction mechanism that adjusts actions in low-confidence scenarios, enhancing driving stability. We evaluate our approach in a closed-loop setting within the CARLA simulator, demonstrating its ability to detect uncertain actions, estimate confidence, and apply real-time corrections. Experimental results show that our method reduces lane deviation and improves trajectory accuracy by up to 50%, outperforming conventional regression-only models. These findings highlight the potential of classification-guided confidence estimation in enhancing the robustness of vision-based imitation learning for autonomous driving. The source code is available at https://github.com/ElaheDlv/Confidence_Aware_IL.

Current autonomous driving vehicles rely mainly on their individual sensors to understand surrounding scenes and plan for future trajectories, which can be unreliable when the sensors are malfunctioning or occluded. To address this problem, cooperative perception methods via vehicle-to-vehicle (V2V) communication have been proposed, but they have tended to focus on detection and tracking. How those approaches contribute to overall cooperative planning performance is still under-explored. Inspired by recent progress using Large Language Models (LLMs) to build autonomous driving systems, we propose a novel problem setting that integrates an LLM into cooperative autonomous driving, with the proposed Vehicle-to-Vehicle Question-Answering (V2V-QA) dataset and benchmark. We also propose our baseline method Vehicle-to-Vehicle Large Language Model (V2V-LLM), which uses an LLM to fuse perception information from multiple connected autonomous vehicles (CAVs) and answer driving-related questions: grounding, notable object identification, and planning. Experimental results show that our proposed V2V-LLM can be a promising unified model architecture for performing various tasks in cooperative autonomous driving, and outperforms other baseline methods that use different fusion approaches. Our work also creates a new research direction that can improve the safety of future autonomous driving systems. Our project website: https://eddyhkchiu.github.io/v2vllm.github.io/ .

Accurately perceiving instances and predicting their future motion are key tasks for autonomous vehicles, enabling them to navigate safely in complex urban traffic. While bird's-eye view (BEV) representations are commonplace in perception for autonomous driving, their potential in a motion prediction setting is less explored. Existing approaches for BEV instance prediction from surround cameras rely on a multi-task auto-regressive setup coupled with complex post-processing to predict future instances in a spatio-temporally consistent manner. In this paper, we depart from this paradigm and propose an efficient novel end-to-end framework named POWERBEV, which differs in several design choices aimed at reducing the inherent redundancy in previous methods. First, rather than predicting the future in an auto-regressive fashion, POWERBEV uses a parallel, multi-scale module built from lightweight 2D convolutional networks. Second, we show that segmentation and centripetal backward flow are sufficient for prediction, simplifying previous multi-task objectives by eliminating redundant output modalities. Building on this output representation, we propose a simple, flow warping-based post-processing approach which produces more stable instance associations across time. Through this lightweight yet powerful design, POWERBEV outperforms state-of-the-art baselines on the NuScenes Dataset and poses an alternative paradigm for BEV instance prediction. We made our code publicly available at: https://github.com/EdwardLeeLPZ/PowerBEV.

We present a generalized and scalable method, called Gen-LaneNet, to detect 3D lanes from a single image. The method, inspired by the latest state-of-the-art 3D-LaneNet, is a unified framework solving image encoding, spatial transform of features and 3D lane prediction in a single network. However, we propose unique designs for Gen-LaneNet in two folds. First, we introduce a new geometry-guided lane anchor representation in a new coordinate frame and apply a specific geometric transformation to directly calculate real 3D lane points from the network output. We demonstrate that aligning the lane points with the underlying top-view features in the new coordinate frame is critical towards a generalized method in handling unfamiliar scenes. Second, we present a scalable two-stage framework that decouples the learning of image segmentation subnetwork and geometry encoding subnetwork. Compared to 3D-LaneNet, the proposed Gen-LaneNet drastically reduces the amount of 3D lane labels required to achieve a robust solution in real-world application. Moreover, we release a new synthetic dataset and its construction strategy to encourage the development and evaluation of 3D lane detection methods. In experiments, we conduct extensive ablation study to substantiate the proposed Gen-LaneNet significantly outperforms 3D-LaneNet in average precision(AP) and F-score.

High precision, lightweight, and real-time responsiveness are three essential requirements for implementing autonomous driving. In this study, we incorporate A-YOLOM, an adaptive, real-time, and lightweight multi-task model designed to concurrently address object detection, drivable area segmentation, and lane line segmentation tasks. Specifically, we develop an end-to-end multi-task model with a unified and streamlined segmentation structure. We introduce a learnable parameter that adaptively concatenates features between necks and backbone in segmentation tasks, using the same loss function for all segmentation tasks. This eliminates the need for customizations and enhances the model's generalization capabilities. We also introduce a segmentation head composed only of a series of convolutional layers, which reduces the number of parameters and inference time. We achieve competitive results on the BDD100k dataset, particularly in visualization outcomes. The performance results show a mAP50 of 81.1% for object detection, a mIoU of 91.0% for drivable area segmentation, and an IoU of 28.8% for lane line segmentation. Additionally, we introduce real-world scenarios to evaluate our model's performance in a real scene, which significantly outperforms competitors. This demonstrates that our model not only exhibits competitive performance but is also more flexible and faster than existing multi-task models. The source codes and pre-trained models are released at https://github.com/JiayuanWang-JW/YOLOv8-multi-task

Recent advances in end-to-end autonomous driving leverage multi-view images to construct BEV representations for motion planning. In motion planning, autonomous vehicles need considering both hard constraints imposed by geometrically occupied obstacles (e.g., vehicles, pedestrians) and soft, rule-based semantics with no explicit geometry (e.g., lane boundaries, traffic priors). However, existing end-to-end frameworks typically rely on BEV features learned in an implicit manner, lacking explicit modeling of risk and guidance priors for safe and interpretable planning. To address this, we propose FlowDrive, a novel framework that introduces physically interpretable energy-based flow fields-including risk potential and lane attraction fields-to encode semantic priors and safety cues into the BEV space. These flow-aware features enable adaptive refinement of anchor trajectories and serve as interpretable guidance for trajectory generation. Moreover, FlowDrive decouples motion intent prediction from trajectory denoising via a conditional diffusion planner with feature-level gating, alleviating task interference and enhancing multimodal diversity. Experiments on the NAVSIM v2 benchmark demonstrate that FlowDrive achieves state-of-the-art performance with an EPDMS of 86.3, surpassing prior baselines in both safety and planning quality. The project is available at https://astrixdrive.github.io/FlowDrive.github.io/.

Autonomous driving (AD) systems are becoming increasingly capable of handling complex tasks, mainly due to recent advances in deep learning and AI. As interactions between autonomous systems and humans increase, the interpretability of decision-making processes in driving systems becomes increasingly crucial for ensuring safe driving operations. Successful human-machine interaction requires understanding the underlying representations of the environment and the driving task, which remains a significant challenge in deep learning-based systems. To address this, we introduce the task of interpretability in maneuver prediction before they occur for driver safety, i.e., driver intent prediction (DIP), which plays a critical role in AD systems. To foster research in interpretable DIP, we curate the eXplainable Driving Action Anticipation Dataset (DAAD-X), a new multimodal, ego-centric video dataset to provide hierarchical, high-level textual explanations as causal reasoning for the driver's decisions. These explanations are derived from both the driver's eye-gaze and the ego-vehicle's perspective. Next, we propose Video Concept Bottleneck Model (VCBM), a framework that generates spatio-temporally coherent explanations inherently, without relying on post-hoc techniques. Finally, through extensive evaluations of the proposed VCBM on the DAAD-X dataset, we demonstrate that transformer-based models exhibit greater interpretability than conventional CNN-based models. Additionally, we introduce a multilabel t-SNE visualization technique to illustrate the disentanglement and causal correlation among multiple explanations. Our data, code and models are available at: https://mukil07.github.io/VCBM.github.io/

Autonomous driving requires efficient reasoning about the location and appearance of the different agents in the scene, which aids in downstream tasks such as object detection, object tracking, and path planning. The past few years have witnessed a surge in approaches that combine the different taskbased modules of the classic self-driving stack into an End-toEnd(E2E) trainable learning system. These approaches replace perception, prediction, and sensor fusion modules with a single contiguous module with shared latent space embedding, from which one extracts a human-interpretable representation of the scene. One of the most popular representations is the Birds-eye View (BEV), which expresses the location of different traffic participants in the ego vehicle frame from a top-down view. However, a BEV does not capture the chromatic appearance information of the participants. To overcome this limitation, we propose a novel representation that captures various traffic participants appearance and occupancy information from an array of monocular cameras covering 360 deg field of view (FOV). We use a learned image embedding of all camera images to generate a BEV of the scene at any instant that captures both appearance and occupancy of the scene, which can aid in downstream tasks such as object tracking and executing language-based commands. We test the efficacy of our approach on synthetic dataset generated from CARLA. The code, data set, and results can be found at https://rebrand.ly/APP OCC-results.

Recent vision-only perception models for autonomous driving achieved promising results by encoding multi-view image features into Bird's-Eye-View (BEV) space. A critical step and the main bottleneck of these methods is transforming image features into the BEV coordinate frame. This paper focuses on leveraging geometry information, such as depth, to model such feature transformation. Existing works rely on non-parametric depth distribution modeling leading to significant memory consumption, or ignore the geometry information to address this problem. In contrast, we propose to use parametric depth distribution modeling for feature transformation. We first lift the 2D image features to the 3D space defined for the ego vehicle via a predicted parametric depth distribution for each pixel in each view. Then, we aggregate the 3D feature volume based on the 3D space occupancy derived from depth to the BEV frame. Finally, we use the transformed features for downstream tasks such as object detection and semantic segmentation. Existing semantic segmentation methods do also suffer from an hallucination problem as they do not take visibility information into account. This hallucination can be particularly problematic for subsequent modules such as control and planning. To mitigate the issue, our method provides depth uncertainty and reliable visibility-aware estimations. We further leverage our parametric depth modeling to present a novel visibility-aware evaluation metric that, when taken into account, can mitigate the hallucination problem. Extensive experiments on object detection and semantic segmentation on the nuScenes datasets demonstrate that our method outperforms existing methods on both tasks.

Optical sensors and learning algorithms for autonomous vehicles have dramatically advanced in the past few years. Nonetheless, the reliability of today's autonomous vehicles is hindered by the limited line-of-sight sensing capability and the brittleness of data-driven methods in handling extreme situations. With recent developments of telecommunication technologies, cooperative perception with vehicle-to-vehicle communications has become a promising paradigm to enhance autonomous driving in dangerous or emergency situations. We introduce COOPERNAUT, an end-to-end learning model that uses cross-vehicle perception for vision-based cooperative driving. Our model encodes LiDAR information into compact point-based representations that can be transmitted as messages between vehicles via realistic wireless channels. To evaluate our model, we develop AutoCastSim, a network-augmented driving simulation framework with example accident-prone scenarios. Our experiments on AutoCastSim suggest that our cooperative perception driving models lead to a 40% improvement in average success rate over egocentric driving models in these challenging driving situations and a 5 times smaller bandwidth requirement than prior work V2VNet. COOPERNAUT and AUTOCASTSIM are available at https://ut-austin-rpl.github.io/Coopernaut/.

Current state-of-the-art autonomous vehicles could face safety-critical situations when their local sensors are occluded by large nearby objects on the road. Vehicle-to-vehicle (V2V) cooperative autonomous driving has been proposed as a means of addressing this problem, and one recently introduced framework for cooperative autonomous driving has further adopted an approach that incorporates a Multimodal Large Language Model (MLLM) to integrate cooperative perception and planning processes. However, despite the potential benefit of applying graph-of-thoughts reasoning to the MLLM, this idea has not been considered by previous cooperative autonomous driving research. In this paper, we propose a novel graph-of-thoughts framework specifically designed for MLLM-based cooperative autonomous driving. Our graph-of-thoughts includes our proposed novel ideas of occlusion-aware perception and planning-aware prediction. We curate the V2V-GoT-QA dataset and develop the V2V-GoT model for training and testing the cooperative driving graph-of-thoughts. Our experimental results show that our method outperforms other baselines in cooperative perception, prediction, and planning tasks.

Talk2BEV is a large vision-language model (LVLM) interface for bird's-eye view (BEV) maps in autonomous driving contexts. While existing perception systems for autonomous driving scenarios have largely focused on a pre-defined (closed) set of object categories and driving scenarios, Talk2BEV blends recent advances in general-purpose language and vision models with BEV-structured map representations, eliminating the need for task-specific models. This enables a single system to cater to a variety of autonomous driving tasks encompassing visual and spatial reasoning, predicting the intents of traffic actors, and decision-making based on visual cues. We extensively evaluate Talk2BEV on a large number of scene understanding tasks that rely on both the ability to interpret free-form natural language queries, and in grounding these queries to the visual context embedded into the language-enhanced BEV map. To enable further research in LVLMs for autonomous driving scenarios, we develop and release Talk2BEV-Bench, a benchmark encompassing 1000 human-annotated BEV scenarios, with more than 20,000 questions and ground-truth responses from the NuScenes dataset.

While multi-vehicular collaborative driving demonstrates clear advantages over single-vehicle autonomy, traditional infrastructure-based V2X systems remain constrained by substantial deployment costs and the creation of "uncovered danger zones" in rural and suburban areas. We present AirV2X-Perception, a large-scale dataset that leverages Unmanned Aerial Vehicles (UAVs) as a flexible alternative or complement to fixed Road-Side Units (RSUs). Drones offer unique advantages over ground-based perception: complementary bird's-eye-views that reduce occlusions, dynamic positioning capabilities that enable hovering, patrolling, and escorting navigation rules, and significantly lower deployment costs compared to fixed infrastructure. Our dataset comprises 6.73 hours of drone-assisted driving scenarios across urban, suburban, and rural environments with varied weather and lighting conditions. The AirV2X-Perception dataset facilitates the development and standardized evaluation of Vehicle-to-Drone (V2D) algorithms, addressing a critical gap in the rapidly expanding field of aerial-assisted autonomous driving systems. The dataset and development kits are open-sourced at https://github.com/taco-group/AirV2X-Perception.

End-to-end driving systems have recently made rapid progress, in particular on CARLA. Independent of their major contribution, they introduce changes to minor system components. Consequently, the source of improvements is unclear. We identify two biases that recur in nearly all state-of-the-art methods and are critical for the observed progress on CARLA: (1) lateral recovery via a strong inductive bias towards target point following, and (2) longitudinal averaging of multimodal waypoint predictions for slowing down. We investigate the drawbacks of these biases and identify principled alternatives. By incorporating our insights, we develop TF++, a simple end-to-end method that ranks first on the Longest6 and LAV benchmarks, gaining 14 driving score over the best prior work on Longest6.

Modern methods for vision-centric autonomous driving perception widely adopt the bird's-eye-view (BEV) representation to describe a 3D scene. Despite its better efficiency than voxel representation, it has difficulty describing the fine-grained 3D structure of a scene with a single plane. To address this, we propose a tri-perspective view (TPV) representation which accompanies BEV with two additional perpendicular planes. We model each point in the 3D space by summing its projected features on the three planes. To lift image features to the 3D TPV space, we further propose a transformer-based TPV encoder (TPVFormer) to obtain the TPV features effectively. We employ the attention mechanism to aggregate the image features corresponding to each query in each TPV plane. Experiments show that our model trained with sparse supervision effectively predicts the semantic occupancy for all voxels. We demonstrate for the first time that using only camera inputs can achieve comparable performance with LiDAR-based methods on the LiDAR segmentation task on nuScenes. Code: https://github.com/wzzheng/TPVFormer.

Understanding other drivers' intentions is crucial for safe driving. The role of taillights in conveying these intentions is underemphasized in current autonomous driving systems. Accurately identifying taillight signals is essential for predicting vehicle behavior and preventing collisions. Open-source taillight datasets are scarce, often small and inconsistently annotated. To address this gap, we introduce a new large-scale taillight dataset called TLD. Sourced globally, our dataset covers diverse traffic scenarios. To our knowledge, TLD is the first dataset to separately annotate brake lights and turn signals in real driving scenarios. We collected 17.78 hours of driving videos from the internet. This dataset consists of 152k labeled image frames sampled at a rate of 2 Hz, along with 1.5 million unlabeled frames interspersed throughout. Additionally, we have developed a two-stage vehicle light detection model consisting of two primary modules: a vehicle detector and a taillight classifier. Initially, YOLOv10 and DeepSORT captured consecutive vehicle images over time. Subsequently, the two classifiers work simultaneously to determine the states of the brake lights and turn signals. A post-processing procedure is then used to eliminate noise caused by misidentifications and provide the taillight states of the vehicle within a given time frame. Our method shows exceptional performance on our dataset, establishing a benchmark for vehicle taillight detection. The dataset is available at https://huggingface.co/datasets/ChaiJohn/TLD/tree/main

The Multi-modal Large Language Models (MLLMs) with extensive world knowledge have revitalized autonomous driving, particularly in reasoning tasks within perceivable regions. However, when faced with perception-limited areas (dynamic or static occlusion regions), MLLMs struggle to effectively integrate perception ability with world knowledge for reasoning. These perception-limited regions can conceal crucial safety information, especially for vulnerable road users. In this paper, we propose a framework, which aims to improve autonomous driving performance under perceptionlimited conditions by enhancing the integration of perception capabilities and world knowledge. Specifically, we propose a plug-and-play instruction-guided interaction module that bridges modality gaps and significantly reduces the input sequence length, allowing it to adapt effectively to multi-view video inputs. Furthermore, to better integrate world knowledge with driving-related tasks, we have collected and refined a large-scale multi-modal dataset that includes 2 million natural language QA pairs, 1.7 million grounding task data. To evaluate the model's utilization of world knowledge, we introduce an object-level risk assessment dataset comprising 200K QA pairs, where the questions necessitate multi-step reasoning leveraging world knowledge for resolution. Extensive experiments validate the effectiveness of our proposed method.

In the realm of autonomous driving, accurate 3D perception is the foundation. However, developing such models relies on extensive human annotations -- a process that is both costly and labor-intensive. To address this challenge from a data representation learning perspective, we introduce SuperFlow, a novel framework designed to harness consecutive LiDAR-camera pairs for establishing spatiotemporal pretraining objectives. SuperFlow stands out by integrating two key designs: 1) a dense-to-sparse consistency regularization, which promotes insensitivity to point cloud density variations during feature learning, and 2) a flow-based contrastive learning module, carefully crafted to extract meaningful temporal cues from readily available sensor calibrations. To further boost learning efficiency, we incorporate a plug-and-play view consistency module that enhances the alignment of the knowledge distilled from camera views. Extensive comparative and ablation studies across 11 heterogeneous LiDAR datasets validate our effectiveness and superiority. Additionally, we observe several interesting emerging properties by scaling up the 2D and 3D backbones during pretraining, shedding light on the future research of 3D foundation models for LiDAR-based perception.

Real-time perception, or streaming perception, is a crucial aspect of autonomous driving that has yet to be thoroughly explored in existing research. To address this gap, we present DAMO-StreamNet, an optimized framework that combines recent advances from the YOLO series with a comprehensive analysis of spatial and temporal perception mechanisms, delivering a cutting-edge solution. The key innovations of DAMO-StreamNet are (1) A robust neck structure incorporating deformable convolution, enhancing the receptive field and feature alignment capabilities (2) A dual-branch structure that integrates short-path semantic features and long-path temporal features, improving motion state prediction accuracy. (3) Logits-level distillation for efficient optimization, aligning the logits of teacher and student networks in semantic space. (4) A real-time forecasting mechanism that updates support frame features with the current frame, ensuring seamless streaming perception during inference. Our experiments demonstrate that DAMO-StreamNet surpasses existing state-of-the-art methods, achieving 37.8% (normal size (600, 960)) and 43.3% (large size (1200, 1920)) sAP without using extra data. This work not only sets a new benchmark for real-time perception but also provides valuable insights for future research. Additionally, DAMO-StreamNet can be applied to various autonomous systems, such as drones and robots, paving the way for real-time perception. The code is at https://github.com/zhiqic/DAMO-StreamNet.

Modern autonomous driving system is characterized as modular tasks in sequential order, i.e., perception, prediction, and planning. In order to perform a wide diversity of tasks and achieve advanced-level intelligence, contemporary approaches either deploy standalone models for individual tasks, or design a multi-task paradigm with separate heads. However, they might suffer from accumulative errors or deficient task coordination. Instead, we argue that a favorable framework should be devised and optimized in pursuit of the ultimate goal, i.e., planning of the self-driving car. Oriented at this, we revisit the key components within perception and prediction, and prioritize the tasks such that all these tasks contribute to planning. We introduce Unified Autonomous Driving (UniAD), a comprehensive framework up-to-date that incorporates full-stack driving tasks in one network. It is exquisitely devised to leverage advantages of each module, and provide complementary feature abstractions for agent interaction from a global perspective. Tasks are communicated with unified query interfaces to facilitate each other toward planning. We instantiate UniAD on the challenging nuScenes benchmark. With extensive ablations, the effectiveness of using such a philosophy is proven by substantially outperforming previous state-of-the-arts in all aspects. Code and models are public.

Recent advancements in world models have revolutionized dynamic environment simulation, allowing systems to foresee future states and assess potential actions. In autonomous driving, these capabilities help vehicles anticipate the behavior of other road users, perform risk-aware planning, accelerate training in simulation, and adapt to novel scenarios, thereby enhancing safety and reliability. Current approaches exhibit deficiencies in maintaining robust 3D geometric consistency or accumulating artifacts during occlusion handling, both critical for reliable safety assessment in autonomous navigation tasks. To address this, we introduce GeoDrive, which explicitly integrates robust 3D geometry conditions into driving world models to enhance spatial understanding and action controllability. Specifically, we first extract a 3D representation from the input frame and then obtain its 2D rendering based on the user-specified ego-car trajectory. To enable dynamic modeling, we propose a dynamic editing module during training to enhance the renderings by editing the positions of the vehicles. Extensive experiments demonstrate that our method significantly outperforms existing models in both action accuracy and 3D spatial awareness, leading to more realistic, adaptable, and reliable scene modeling for safer autonomous driving. Additionally, our model can generalize to novel trajectories and offers interactive scene editing capabilities, such as object editing and object trajectory control.

Multi-agent collaborative perception enhances perceptual capabilities by utilizing information from multiple agents and is considered a fundamental solution to the problem of weak single-vehicle perception in autonomous driving. However, existing collaborative perception methods face a dilemma between communication efficiency and perception accuracy. To address this issue, we propose a novel communication-efficient collaborative perception framework based on supply-demand awareness and intermediate-late hybridization, dubbed as \mymethodname. By modeling the supply-demand relationship between agents, the framework refines the selection of collaboration regions, reducing unnecessary communication cost while maintaining accuracy. In addition, we innovatively introduce the intermediate-late hybrid collaboration mode, where late-stage collaboration compensates for the performance degradation in collaborative perception under low communication bandwidth. Extensive experiments on multiple datasets, including both simulated and real-world scenarios, demonstrate that \mymethodname~ achieves state-of-the-art detection accuracy and optimal bandwidth trade-offs, delivering superior detection precision under real communication bandwidths, thus proving its effectiveness and practical applicability. The code will be released at https://github.com/Xu2729/CoSDH.

Cooperative perception can effectively enhance individual perception performance by providing additional viewpoint and expanding the sensing field. Existing cooperation paradigms are either interpretable (result cooperation) or flexible (feature cooperation). In this paper, we propose the concept of query cooperation to enable interpretable instance-level flexible feature interaction. To specifically explain the concept, we propose a cooperative perception framework, termed QUEST, which let query stream flow among agents. The cross-agent queries are interacted via fusion for co-aware instances and complementation for individual unaware instances. Taking camera-based vehicle-infrastructure perception as a typical practical application scene, the experimental results on the real-world dataset, DAIR-V2X-Seq, demonstrate the effectiveness of QUEST and further reveal the advantage of the query cooperation paradigm on transmission flexibility and robustness to packet dropout. We hope our work can further facilitate the cross-agent representation interaction for better cooperative perception in practice.

Collaborative perception in automated vehicles leverages the exchange of information between agents, aiming to elevate perception results. Previous camera-based collaborative 3D perception methods typically employ 3D bounding boxes or bird's eye views as representations of the environment. However, these approaches fall short in offering a comprehensive 3D environmental prediction. To bridge this gap, we introduce the first method for collaborative 3D semantic occupancy prediction. Particularly, it improves local 3D semantic occupancy predictions by hybrid fusion of (i) semantic and occupancy task features, and (ii) compressed orthogonal attention features shared between vehicles. Additionally, due to the lack of a collaborative perception dataset designed for semantic occupancy prediction, we augment a current collaborative perception dataset to include 3D collaborative semantic occupancy labels for a more robust evaluation. The experimental findings highlight that: (i) our collaborative semantic occupancy predictions excel above the results from single vehicles by over 30%, and (ii) models anchored on semantic occupancy outpace state-of-the-art collaborative 3D detection techniques in subsequent perception applications, showcasing enhanced accuracy and enriched semantic-awareness in road environments.

Vehicle-to-Infrastructure (V2I) collaborative perception leverages data collected by infrastructure's sensors to enhance vehicle perceptual capabilities. LiDAR, as a commonly used sensor in cooperative perception, is widely equipped in intelligent vehicles and infrastructure. However, its superior performance comes with a correspondingly high cost. To achieve low-cost V2I, reducing the cost of LiDAR is crucial. Therefore, we study adopting low-resolution LiDAR on the vehicle to minimize cost as much as possible. However, simply reducing the resolution of vehicle's LiDAR results in sparse point clouds, making distant small objects even more blurred. Additionally, traditional communication methods have relatively low bandwidth utilization efficiency. These factors pose challenges for us. To balance cost and perceptual accuracy, we propose a new collaborative perception framework, namely LCV2I. LCV2I uses data collected from cameras and low-resolution LiDAR as input. It also employs feature offset correction modules and regional feature enhancement algorithms to improve feature representation. Finally, we use regional difference map and regional score map to assess the value of collaboration content, thereby improving communication bandwidth efficiency. In summary, our approach achieves high perceptual performance while substantially reducing the demand for high-resolution sensors on the vehicle. To evaluate this algorithm, we conduct 3D object detection in the real-world scenario of DAIR-V2X, demonstrating that the performance of LCV2I consistently surpasses currently existing algorithms.

Intelligent Transportation Systems (ITS) allow a drastic expansion of the visibility range and decrease occlusions for autonomous driving. To obtain accurate detections, detailed labeled sensor data for training is required. Unfortunately, high-quality 3D labels of LiDAR point clouds from the infrastructure perspective of an intersection are still rare. Therefore, we provide the A9 Intersection Dataset, which consists of labeled LiDAR point clouds and synchronized camera images. Here, we recorded the sensor output from two roadside cameras and LiDARs mounted on intersection gantry bridges. The point clouds were labeled in 3D by experienced annotators. Furthermore, we provide calibration data between all sensors, which allow the projection of the 3D labels into the camera images and an accurate data fusion. Our dataset consists of 4.8k images and point clouds with more than 57.4k manually labeled 3D boxes. With ten object classes, it has a high diversity of road users in complex driving maneuvers, such as left and right turns, overtaking, and U-turns. In experiments, we provided multiple baselines for the perception tasks. Overall, our dataset is a valuable contribution to the scientific community to perform complex 3D camera-LiDAR roadside perception tasks. Find data, code, and more information at https://a9-dataset.com.

Large Multimodal Models (LMMs) have demonstrated exceptional comprehension and interpretation capabilities in Autonomous Driving (AD) by incorporating large language models. Despite the advancements, current data-driven AD approaches tend to concentrate on a single dataset and specific tasks, neglecting their overall capabilities and ability to generalize. To bridge these gaps, we propose DriveMM, a general large multimodal model designed to process diverse data inputs, such as images and multi-view videos, while performing a broad spectrum of AD tasks, including perception, prediction, and planning. Initially, the model undergoes curriculum pre-training to process varied visual signals and perform basic visual comprehension and perception tasks. Subsequently, we augment and standardize various AD-related datasets to fine-tune the model, resulting in an all-in-one LMM for autonomous driving. To assess the general capabilities and generalization ability, we conduct evaluations on six public benchmarks and undertake zero-shot transfer on an unseen dataset, where DriveMM achieves state-of-the-art performance across all tasks. We hope DriveMM as a promising solution for future end-toend autonomous driving applications in the real world.

Slippery road weather conditions are prevalent in many regions and cause a regular risk for traffic. Still, there has been less research on how autonomous vehicles could detect slippery driving conditions on the road to drive safely. In this work, we propose a method to predict a dense grip map from the area in front of the car, based on postprocessed multimodal sensor data. We trained a convolutional neural network to predict pixelwise grip values from fused RGB camera, thermal camera, and LiDAR reflectance images, based on weakly supervised ground truth from an optical road weather sensor. The experiments show that it is possible to predict dense grip values with good accuracy from the used data modalities as the produced grip map follows both ground truth measurements and local weather conditions, such as snowy areas on the road. The model using only the RGB camera or LiDAR reflectance modality provided good baseline results for grip prediction accuracy while using models fusing the RGB camera, thermal camera, and LiDAR modalities improved the grip predictions significantly.

Bird's-eye view (BEV) perception for autonomous driving has garnered significant attention in recent years, in part because BEV representation facilitates the fusion of multi-sensor data. This enables a variety of perception tasks including BEV segmentation, a concise view of the environment that can be used to plan a vehicle's trajectory. However, this representation is not fully supported by existing datasets, and creation of new datasets can be a time-consuming endeavor. To address this problem, in this paper we introduce SimBEV, an extensively configurable and scalable randomized synthetic data generation tool that incorporates information from multiple sources to capture accurate BEV ground truth data, supports a comprehensive array of sensors, and enables a variety of perception tasks including BEV segmentation and 3D object detection. We use SimBEV to create the SimBEV dataset, a large collection of annotated perception data from diverse driving scenarios.

Roadside Collaborative Perception refers to a system where multiple roadside units collaborate to pool their perceptual data, assisting vehicles in enhancing their environmental awareness. Existing roadside perception methods concentrate on model design but overlook data issues like calibration errors, sparse information, and multi-view consistency, leading to poor performance on recent published datasets. To significantly enhance roadside collaborative perception and address critical data issues, we present the first simulation framework RoCo-Sim for road-side collaborative perception. RoCo-Sim is capable of generating diverse, multi-view consistent simulated roadside data through dynamic foreground editing and full-scene style transfer of a single image. RoCo-Sim consists of four components: (1) Camera Extrinsic Optimization ensures accurate 3D to 2D projection for roadside cameras; (2) A novel Multi-View Occlusion-Aware Sampler (MOAS) determines the placement of diverse digital assets within 3D space; (3) DepthSAM innovatively models foreground-background relationships from single-frame fixed-view images, ensuring multi-view consistency of foreground; and (4) Scalable Post-Processing Toolkit generates more realistic and enriched scenes through style transfer and other enhancements. RoCo-Sim significantly improves roadside 3D object detection, outperforming SOTA methods by 83.74 on Rcooper-Intersection and 83.12 on TUMTraf-V2X for AP70. RoCo-Sim fills a critical gap in roadside perception simulation. Code and pre-trained models will be released soon: https://github.com/duyuwen-duen/RoCo-Sim

Tremendous progress in deep learning over the last years has led towards a future with autonomous vehicles on our roads. Nevertheless, the performance of their perception systems is strongly dependent on the quality of the utilized training data. As these usually only cover a fraction of all object classes an autonomous driving system will face, such systems struggle with handling the unexpected. In order to safely operate on public roads, the identification of objects from unknown classes remains a crucial task. In this paper, we propose a novel pipeline to detect unknown objects. Instead of focusing on a single sensor modality, we make use of lidar and camera data by combining state-of-the art detection models in a sequential manner. We evaluate our approach on the Waymo Open Perception Dataset and point out current research gaps in anomaly detection.

Recent advancements in Vehicle-to-Everything (V2X) technologies have enabled autonomous vehicles to share sensing information to see through occlusions, greatly boosting the perception capability. However, there are no real-world datasets to facilitate the real V2X cooperative perception research -- existing datasets either only support Vehicle-to-Infrastructure cooperation or Vehicle-to-Vehicle cooperation. In this paper, we present V2X-Real, a large-scale dataset that includes a mixture of multiple vehicles and smart infrastructure to facilitate the V2X cooperative perception development with multi-modality sensing data. Our V2X-Real is collected using two connected automated vehicles and two smart infrastructure, which are all equipped with multi-modal sensors including LiDAR sensors and multi-view cameras. The whole dataset contains 33K LiDAR frames and 171K camera data with over 1.2M annotated bounding boxes of 10 categories in very challenging urban scenarios. According to the collaboration mode and ego perspective, we derive four types of datasets for Vehicle-Centric, Infrastructure-Centric, Vehicle-to-Vehicle, and Infrastructure-to-Infrastructure cooperative perception. Comprehensive multi-class multi-agent benchmarks of SOTA cooperative perception methods are provided. The V2X-Real dataset and codebase are available at https://mobility-lab.seas.ucla.edu/v2x-real.

Driving World Model (DWM), which focuses on predicting scene evolution during the driving process, has emerged as a promising paradigm in pursuing autonomous driving. These methods enable autonomous driving systems to better perceive, understand, and interact with dynamic driving environments. In this survey, we provide a comprehensive overview of the latest progress in DWM. We categorize existing approaches based on the modalities of the predicted scenes and summarize their specific contributions to autonomous driving. In addition, high-impact datasets and various metrics tailored to different tasks within the scope of DWM research are reviewed. Finally, we discuss the potential limitations of current research and propose future directions. This survey provides valuable insights into the development and application of DWM, fostering its broader adoption in autonomous driving. The relevant papers are collected at https://github.com/LMD0311/Awesome-World-Model.

Recently, "visual o1" began to enter people's vision, with expectations that this slow-thinking design can solve visual reasoning tasks, especially geometric math problems. However, the reality is that current LVLMs (Large Vision Language Models) can hardly even accurately copy a geometric figure, let alone truly understand the complex inherent logic and spatial relationships within geometric shapes. We believe accurate copying (strong perception) is the first step to visual o1. Accordingly, we introduce the concept of "slow perception" (SP), which guides the model to gradually perceive basic point-line combinations, as our humans, reconstruct complex geometric structures progressively. There are two-fold stages in SP: a) perception decomposition. Perception is not instantaneous. In this stage, complex geometric figures are broken down into basic simple units to unify geometry representation. b) perception flow, which acknowledges that accurately tracing a line is not an easy task. This stage aims to avoid "long visual jumps" in regressing line segments by using a proposed "perceptual ruler" to trace each line stroke-by-stroke. Surprisingly, such a human-like perception manner enjoys an inference time scaling law -- the slower, the better. Researchers strive to speed up the model's perception in the past, but we slow it down again, allowing the model to read the image step-by-step and carefully.

Visual Place Recognition (VPR) is often characterized as being able to recognize the same place despite significant changes in appearance and viewpoint. VPR is a key component of Spatial Artificial Intelligence, enabling robotic platforms and intelligent augmentation platforms such as augmented reality devices to perceive and understand the physical world. In this paper, we observe that there are three "drivers" that impose requirements on spatially intelligent agents and thus VPR systems: 1) the particular agent including its sensors and computational resources, 2) the operating environment of this agent, and 3) the specific task that the artificial agent carries out. In this paper, we characterize and survey key works in the VPR area considering those drivers, including their place representation and place matching choices. We also provide a new definition of VPR based on the visual overlap -- akin to spatial view cells in the brain -- that enables us to find similarities and differences to other research areas in the robotics and computer vision fields. We identify numerous open challenges and suggest areas that require more in-depth attention in future works.

Predicting future trajectories for other road agents is an essential task for autonomous vehicles. Established trajectory prediction methods primarily use agent tracks generated by a detection and tracking system and HD map as inputs. In this work, we propose a novel method that also incorporates visual input from surround-view cameras, allowing the model to utilize visual cues such as human gazes and gestures, road conditions, vehicle turn signals, etc, which are typically hidden from the model in prior methods. Furthermore, we use textual descriptions generated by a Vision-Language Model (VLM) and refined by a Large Language Model (LLM) as supervision during training to guide the model on what to learn from the input data. Despite using these extra inputs, our method achieves a latency of 53 ms, making it feasible for real-time processing, which is significantly faster than that of previous single-agent prediction methods with similar performance. Our experiments show that both the visual inputs and the textual descriptions contribute to improvements in trajectory prediction performance, and our qualitative analysis highlights how the model is able to exploit these additional inputs. Lastly, in this work we create and release the nuScenes-Text dataset, which augments the established nuScenes dataset with rich textual annotations for every scene, demonstrating the positive impact of utilizing VLM on trajectory prediction. Our project page is at https://moonseokha.github.io/VisionTrap/

SLEDGE is the first generative simulator for vehicle motion planning trained on real-world driving logs. Its core component is a learned model that is able to generate agent bounding boxes and lane graphs. The model's outputs serve as an initial state for traffic simulation. The unique properties of the entities to be generated for SLEDGE, such as their connectivity and variable count per scene, render the naive application of most modern generative models to this task non-trivial. Therefore, together with a systematic study of existing lane graph representations, we introduce a novel raster-to-vector autoencoder (RVAE). It encodes agents and the lane graph into distinct channels in a rasterized latent map. This facilitates both lane-conditioned agent generation and combined generation of lanes and agents with a Diffusion Transformer. Using generated entities in SLEDGE enables greater control over the simulation, e.g. upsampling turns or increasing traffic density. Further, SLEDGE can support 500m long routes, a capability not found in existing data-driven simulators like nuPlan. It presents new challenges for planning algorithms, evidenced by failure rates of over 40% for PDM, the winner of the 2023 nuPlan challenge, when tested on hard routes and dense traffic generated by our model. Compared to nuPlan, SLEDGE requires 500times less storage to set up (<4GB), making it a more accessible option and helping with democratizing future research in this field.

Autonomous vehicles (AV) require that neural networks used for perception be robust to different viewpoints if they are to be deployed across many types of vehicles without the repeated cost of data collection and labeling for each. AV companies typically focus on collecting data from diverse scenarios and locations, but not camera rig configurations, due to cost. As a result, only a small number of rig variations exist across most fleets. In this paper, we study how AV perception models are affected by changes in camera viewpoint and propose a way to scale them across vehicle types without repeated data collection and labeling. Using bird's eye view (BEV) segmentation as a motivating task, we find through extensive experiments that existing perception models are surprisingly sensitive to changes in camera viewpoint. When trained with data from one camera rig, small changes to pitch, yaw, depth, or height of the camera at inference time lead to large drops in performance. We introduce a technique for novel view synthesis and use it to transform collected data to the viewpoint of target rigs, allowing us to train BEV segmentation models for diverse target rigs without any additional data collection or labeling cost. To analyze the impact of viewpoint changes, we leverage synthetic data to mitigate other gaps (content, ISP, etc). Our approach is then trained on real data and evaluated on synthetic data, enabling evaluation on diverse target rigs. We release all data for use in future work. Our method is able to recover an average of 14.7% of the IoU that is otherwise lost when deploying to new rigs.

In this paper, we explore the use of vehicle-to-vehicle (V2V) communication to improve the perception and motion forecasting performance of self-driving vehicles. By intelligently aggregating the information received from multiple nearby vehicles, we can observe the same scene from different viewpoints. This allows us to see through occlusions and detect actors at long range, where the observations are very sparse or non-existent. We also show that our approach of sending compressed deep feature map activations achieves high accuracy while satisfying communication bandwidth requirements.

Accurate obstacle identification represents a fundamental challenge within the scope of near-field perception for autonomous driving. Conventionally, fisheye cameras are frequently employed for comprehensive surround-view perception, including rear-view obstacle localization. However, the performance of such cameras can significantly deteriorate in low-light conditions, during nighttime, or when subjected to intense sun glare. Conversely, cost-effective sensors like ultrasonic sensors remain largely unaffected under these conditions. Therefore, we present, to our knowledge, the first end-to-end multimodal fusion model tailored for efficient obstacle perception in a bird's-eye-view (BEV) perspective, utilizing fisheye cameras and ultrasonic sensors. Initially, ResNeXt-50 is employed as a set of unimodal encoders to extract features specific to each modality. Subsequently, the feature space associated with the visible spectrum undergoes transformation into BEV. The fusion of these two modalities is facilitated via concatenation. At the same time, the ultrasonic spectrum-based unimodal feature maps pass through content-aware dilated convolution, applied to mitigate the sensor misalignment between two sensors in the fused feature space. Finally, the fused features are utilized by a two-stage semantic occupancy decoder to generate grid-wise predictions for precise obstacle perception. We conduct a systematic investigation to determine the optimal strategy for multimodal fusion of both sensors. We provide insights into our dataset creation procedures, annotation guidelines, and perform a thorough data analysis to ensure adequate coverage of all scenarios. When applied to our dataset, the experimental results underscore the robustness and effectiveness of our proposed multimodal fusion approach.

Planning an optimal route in a complex environment requires efficient reasoning about the surrounding scene. While human drivers prioritize important objects and ignore details not relevant to the decision, learning-based planners typically extract features from dense, high-dimensional grid representations containing all vehicle and road context information. In this paper, we propose PlanT, a novel approach for planning in the context of self-driving that uses a standard transformer architecture. PlanT is based on imitation learning with a compact object-level input representation. On the Longest6 benchmark for CARLA, PlanT outperforms all prior methods (matching the driving score of the expert) while being 5.3x faster than equivalent pixel-based planning baselines during inference. Combining PlanT with an off-the-shelf perception module provides a sensor-based driving system that is more than 10 points better in terms of driving score than the existing state of the art. Furthermore, we propose an evaluation protocol to quantify the ability of planners to identify relevant objects, providing insights regarding their decision-making. Our results indicate that PlanT can focus on the most relevant object in the scene, even when this object is geometrically distant.

Vision-based bird's-eye-view (BEV) 3D object detection has advanced significantly in autonomous driving by offering cost-effectiveness and rich contextual information. However, existing methods often construct BEV representations by collapsing extracted object features, neglecting intrinsic environmental contexts, such as roads and pavements. This hinders detectors from comprehensively perceiving the characteristics of the physical world. To alleviate this, we introduce a multi-task learning framework, Collaborative Perceiver (CoP), that leverages spatial occupancy as auxiliary information to mine consistent structural and conceptual similarities shared between 3D object detection and occupancy prediction tasks, bridging gaps in spatial representations and feature refinement. To this end, we first propose a pipeline to generate dense occupancy ground truths incorporating local density information (LDO) for reconstructing detailed environmental information. Next, we employ a voxel-height-guided sampling (VHS) strategy to distill fine-grained local features according to distinct object properties. Furthermore, we develop a global-local collaborative feature fusion (CFF) module that seamlessly integrates complementary knowledge between both tasks, thus composing more robust BEV representations. Extensive experiments on the nuScenes benchmark demonstrate that CoP outperforms existing vision-based frameworks, achieving 49.5\% mAP and 59.2\% NDS on the test set. Code and supplementary materials are available at this link https://github.com/jichengyuan/Collaborative-Perceiver.

The autonomous driving community has witnessed a rapid growth in approaches that embrace an end-to-end algorithm framework, utilizing raw sensor input to generate vehicle motion plans, instead of concentrating on individual tasks such as detection and motion prediction. End-to-end systems, in comparison to modular pipelines, benefit from joint feature optimization for perception and planning. This field has flourished due to the availability of large-scale datasets, closed-loop evaluation, and the increasing need for autonomous driving algorithms to perform effectively in challenging scenarios. In this survey, we provide a comprehensive analysis of more than 250 papers, covering the motivation, roadmap, methodology, challenges, and future trends in end-to-end autonomous driving. We delve into several critical challenges, including multi-modality, interpretability, causal confusion, robustness, and world models, amongst others. Additionally, we discuss current advancements in foundation models and visual pre-training, as well as how to incorporate these techniques within the end-to-end driving framework. To facilitate future research, we maintain an active repository that contains up-to-date links to relevant literature and open-source projects at https://github.com/OpenDriveLab/End-to-end-Autonomous-Driving.

In Marius von Senden's Space and Sight, a newly sighted blind patient describes the experience of a corner as lemon-like, because corners "prick" sight like lemons prick the tongue. Prickliness, here, is a dimension in the feature space of sensory experience, an effect of the perceived on the perceiver that arises where the two interact. In the account of the newly sighted, an effect familiar from one interaction translates to a novel context. Perception serves as the vehicle for generalization, in that an effect shared across different experiences produces a concrete abstraction grounded in those experiences. Cezanne and the post-impressionists, fluent in the language of experience translation, realized that the way to paint a concrete form that best reflected reality was to paint not what they saw, but what it was like to see. We envision a future of creation using AI where what it is like to see is replicable, transferrable, manipulable - part of the artist's palette that is both grounded in a particular context, and generalizable beyond it. An active line of research maps human-interpretable features onto directions in GAN latent space. Supervised and self-supervised approaches that search for anticipated directions or use off-the-shelf classifiers to drive image manipulation in embedding space are limited in the variety of features they can uncover. Unsupervised approaches that discover useful new directions show that the space of perceptually meaningful directions is nowhere close to being fully mapped. As this space is broad and full of creative potential, we want tools for direction discovery that capture the richness and generalizability of human perception. Our approach puts creators in the discovery loop during real-time tool use, in order to identify directions that are perceptually meaningful to them, and generate interpretable image translations along those directions.

Convolutional neural networks (CNNs) are usually built by stacking convolutional operations layer-by-layer. Although CNN has shown strong capability to extract semantics from raw pixels, its capacity to capture spatial relationships of pixels across rows and columns of an image is not fully explored. These relationships are important to learn semantic objects with strong shape priors but weak appearance coherences, such as traffic lanes, which are often occluded or not even painted on the road surface as shown in Fig. 1 (a). In this paper, we propose Spatial CNN (SCNN), which generalizes traditional deep layer-by-layer convolutions to slice-byslice convolutions within feature maps, thus enabling message passings between pixels across rows and columns in a layer. Such SCNN is particular suitable for long continuous shape structure or large objects, with strong spatial relationship but less appearance clues, such as traffic lanes, poles, and wall. We apply SCNN on a newly released very challenging traffic lane detection dataset and Cityscapse dataset. The results show that SCNN could learn the spatial relationship for structure output and significantly improves the performance. We show that SCNN outperforms the recurrent neural network (RNN) based ReNet and MRF+CNN (MRFNet) in the lane detection dataset by 8.7% and 4.6% respectively. Moreover, our SCNN won the 1st place on the TuSimple Benchmark Lane Detection Challenge, with an accuracy of 96.53%.

How should representations from complementary sensors be integrated for autonomous driving? Geometry-based sensor fusion has shown great promise for perception tasks such as object detection and motion forecasting. However, for the actual driving task, the global context of the 3D scene is key, e.g. a change in traffic light state can affect the behavior of a vehicle geometrically distant from that traffic light. Geometry alone may therefore be insufficient for effectively fusing representations in end-to-end driving models. In this work, we demonstrate that imitation learning policies based on existing sensor fusion methods under-perform in the presence of a high density of dynamic agents and complex scenarios, which require global contextual reasoning, such as handling traffic oncoming from multiple directions at uncontrolled intersections. Therefore, we propose TransFuser, a novel Multi-Modal Fusion Transformer, to integrate image and LiDAR representations using attention. We experimentally validate the efficacy of our approach in urban settings involving complex scenarios using the CARLA urban driving simulator. Our approach achieves state-of-the-art driving performance while reducing collisions by 76% compared to geometry-based fusion.

Visual place recognition (VPR) is critical in not only localization and mapping for autonomous driving vehicles, but also in assistive navigation for the visually impaired population. To enable a long-term VPR system on a large scale, several challenges need to be addressed. First, different applications could require different image view directions, such as front views for self-driving cars while side views for the low vision people. Second, VPR in metropolitan scenes can often cause privacy concerns due to the imaging of pedestrian and vehicle identity information, calling for the need for data anonymization before VPR queries and database construction. Both factors could lead to VPR performance variations that are not well understood yet. To study their influences, we present the NYU-VPR dataset that contains more than 200,000 images over a 2km by 2km area near the New York University campus, taken within the whole year of 2016. We present benchmark results on several popular VPR algorithms showing that side views are significantly more challenging for current VPR methods while the influence of data anonymization is almost negligible, together with our hypothetical explanations and in-depth analysis.

In end-to-end autonomous driving, the utilization of existing sensor fusion techniques for imitation learning proves inadequate in challenging situations that involve numerous dynamic agents. To address this issue, we introduce LeTFuser, a transformer-based algorithm for fusing multiple RGB-D camera representations. To perform perception and control tasks simultaneously, we utilize multi-task learning. Our model comprises of two modules, the first being the perception module that is responsible for encoding the observation data obtained from the RGB-D cameras. It carries out tasks such as semantic segmentation, semantic depth cloud mapping (SDC), and traffic light state recognition. Our approach employs the Convolutional vision Transformer (CvT) wu2021cvt to better extract and fuse features from multiple RGB cameras due to local and global feature extraction capability of convolution and transformer modules, respectively. Following this, the control module undertakes the decoding of the encoded characteristics together with supplementary data, comprising a rough simulator for static and dynamic environments, as well as various measurements, in order to anticipate the waypoints associated with a latent feature space. We use two methods to process these outputs and generate the vehicular controls (e.g. steering, throttle, and brake) levels. The first method uses a PID algorithm to follow the waypoints on the fly, whereas the second one directly predicts the control policy using the measurement features and environmental state. We evaluate the model and conduct a comparative analysis with recent models on the CARLA simulator using various scenarios, ranging from normal to adversarial conditions, to simulate real-world scenarios. Our code is available at https://github.com/pagand/e2etransfuser/tree/cvpr-w to facilitate future studies.

Large-scale datasets have fueled recent advancements in AI-based autonomous vehicle research. However, these datasets are usually collected from a single vehicle's one-time pass of a certain location, lacking multiagent interactions or repeated traversals of the same place. Such information could lead to transformative enhancements in autonomous vehicles' perception, prediction, and planning capabilities. To bridge this gap, in collaboration with the self-driving company May Mobility, we present the MARS dataset which unifies scenarios that enable MultiAgent, multitraveRSal, and multimodal autonomous vehicle research. More specifically, MARS is collected with a fleet of autonomous vehicles driving within a certain geographical area. Each vehicle has its own route and different vehicles may appear at nearby locations. Each vehicle is equipped with a LiDAR and surround-view RGB cameras. We curate two subsets in MARS: one facilitates collaborative driving with multiple vehicles simultaneously present at the same location, and the other enables memory retrospection through asynchronous traversals of the same location by multiple vehicles. We conduct experiments in place recognition and neural reconstruction. More importantly, MARS introduces new research opportunities and challenges such as multitraversal 3D reconstruction, multiagent perception, and unsupervised object discovery. Our data and codes can be found at https://ai4ce.github.io/MARS/.

A primary hurdle of autonomous driving in urban environments is understanding complex and long-tail scenarios, such as challenging road conditions and delicate human behaviors. We introduce DriveVLM, an autonomous driving system leveraging Vision-Language Models (VLMs) for enhanced scene understanding and planning capabilities. DriveVLM integrates a unique combination of chain-of-thought (CoT) modules for scene description, scene analysis, and hierarchical planning. Furthermore, recognizing the limitations of VLMs in spatial reasoning and heavy computational requirements, we propose DriveVLM-Dual, a hybrid system that synergizes the strengths of DriveVLM with the traditional autonomous driving pipeline. DriveVLM-Dual achieves robust spatial understanding and real-time inference speed. Extensive experiments on both the nuScenes dataset and our SUP-AD dataset demonstrate the effectiveness of DriveVLM and the enhanced performance of DriveVLM-Dual, surpassing existing methods in complex and unpredictable driving conditions.

Autonomous driving is a complex and challenging task that aims at safe motion planning through scene understanding and reasoning. While vision-only autonomous driving methods have recently achieved notable performance, through enhanced scene understanding, several key issues, including lack of reasoning, low generalization performance and long-tail scenarios, still need to be addressed. In this paper, we present VLP, a novel Vision-Language-Planning framework that exploits language models to bridge the gap between linguistic understanding and autonomous driving. VLP enhances autonomous driving systems by strengthening both the source memory foundation and the self-driving car's contextual understanding. VLP achieves state-of-the-art end-to-end planning performance on the challenging NuScenes dataset by achieving 35.9\% and 60.5\% reduction in terms of average L2 error and collision rates, respectively, compared to the previous best method. Moreover, VLP shows improved performance in challenging long-tail scenarios and strong generalization capabilities when faced with new urban environments.

Inspired by the success of DeepSeek-R1, we explore the potential of rule-based reinforcement learning (RL) in MLLM post-training for perception policy learning. While promising, our initial experiments reveal that incorporating a thinking process through RL does not consistently lead to performance gains across all visual perception tasks. This leads us to delve into the essential role of RL in the context of visual perception. In this work, we return to the fundamentals and explore the effects of RL on different perception tasks. We observe that the perceptual complexity is a major factor in determining the effectiveness of RL. We also observe that reward design plays a crucial role in further approching the upper limit of model perception. To leverage these findings, we propose Perception-R1, a scalable RL framework using GRPO during MLLM post-training. With a standard Qwen2.5-VL-3B-Instruct, Perception-R1 achieves +4.2% on RefCOCO+, +17.9% on PixMo-Count, +4.2% on PageOCR, and notably, 31.9% AP on COCO2017 val for the first time, establishing a strong baseline for perception policy learning.

Embodied scene understanding serves as the cornerstone for autonomous agents to perceive, interpret, and respond to open driving scenarios. Such understanding is typically founded upon Vision-Language Models (VLMs). Nevertheless, existing VLMs are restricted to the 2D domain, devoid of spatial awareness and long-horizon extrapolation proficiencies. We revisit the key aspects of autonomous driving and formulate appropriate rubrics. Hereby, we introduce the Embodied Language Model (ELM), a comprehensive framework tailored for agents' understanding of driving scenes with large spatial and temporal spans. ELM incorporates space-aware pre-training to endow the agent with robust spatial localization capabilities. Besides, the model employs time-aware token selection to accurately inquire about temporal cues. We instantiate ELM on the reformulated multi-faced benchmark, and it surpasses previous state-of-the-art approaches in all aspects. All code, data, and models will be publicly shared.

Several popular computer vision (CV) datasets, specifically employed for Object Detection (OD) in autonomous driving tasks exhibit biases due to a range of factors including weather and lighting conditions. These biases may impair a model's generalizability, rendering it ineffective for OD in novel and unseen datasets. Especially, in autonomous driving, it may prove extremely high risk and unsafe for the vehicle and its surroundings. This work focuses on understanding these datasets better by identifying such "good-weather" bias. Methods to mitigate such bias which allows the OD models to perform better and improve the robustness are also demonstrated. A simple yet effective OD framework for studying bias mitigation is proposed. Using this framework, the performance on popular datasets is analyzed and a significant difference in model performance is observed. Additionally, a knowledge transfer technique and a synthetic image corruption technique are proposed to mitigate the identified bias. Finally, using the DAWN dataset, the findings are validated on the OD task, demonstrating the effectiveness of our techniques in mitigating real-world "good-weather" bias. The experiments show that the proposed techniques outperform baseline methods by averaged fourfold improvement.

Recent advancements in diffusion models have significantly enhanced the data synthesis with 2D control. Yet, precise 3D control in street view generation, crucial for 3D perception tasks, remains elusive. Specifically, utilizing Bird's-Eye View (BEV) as the primary condition often leads to challenges in geometry control (e.g., height), affecting the representation of object shapes, occlusion patterns, and road surface elevations, all of which are essential to perception data synthesis, especially for 3D object detection tasks. In this paper, we introduce MagicDrive, a novel street view generation framework, offering diverse 3D geometry controls including camera poses, road maps, and 3D bounding boxes, together with textual descriptions, achieved through tailored encoding strategies. Besides, our design incorporates a cross-view attention module, ensuring consistency across multiple camera views. With MagicDrive, we achieve high-fidelity street-view image & video synthesis that captures nuanced 3D geometry and various scene descriptions, enhancing tasks like BEV segmentation and 3D object detection.

Vehicle-to-Vehicle technologies have enabled autonomous vehicles to share information to see through occlusions, greatly enhancing perception performance. Nevertheless, existing works all focused on homogeneous traffic where vehicles are equipped with the same type of sensors, which significantly hampers the scale of collaboration and benefit of cross-modality interactions. In this paper, we investigate the multi-agent hetero-modal cooperative perception problem where agents may have distinct sensor modalities. We present HM-ViT, the first unified multi-agent hetero-modal cooperative perception framework that can collaboratively predict 3D objects for highly dynamic vehicle-to-vehicle (V2V) collaborations with varying numbers and types of agents. To effectively fuse features from multi-view images and LiDAR point clouds, we design a novel heterogeneous 3D graph transformer to jointly reason inter-agent and intra-agent interactions. The extensive experiments on the V2V perception dataset OPV2V demonstrate that the HM-ViT outperforms SOTA cooperative perception methods for V2V hetero-modal cooperative perception. We will release codes to facilitate future research.

End-to-end autonomous driving aims to build a fully differentiable system that takes raw sensor data as inputs and directly outputs the planned trajectory or control signals of the ego vehicle. State-of-the-art methods usually follow the `Teacher-Student' paradigm. The Teacher model uses privileged information (ground-truth states of surrounding agents and map elements) to learn the driving strategy. The student model only has access to raw sensor data and conducts behavior cloning on the data collected by the teacher model. By eliminating the noise of the perception part during planning learning, state-of-the-art works could achieve better performance with significantly less data compared to those coupled ones. However, under the current Teacher-Student paradigm, the student model still needs to learn a planning head from scratch, which could be challenging due to the redundant and noisy nature of raw sensor inputs and the casual confusion issue of behavior cloning. In this work, we aim to explore the possibility of directly adopting the strong teacher model to conduct planning while letting the student model focus more on the perception part. We find that even equipped with a SOTA perception model, directly letting the student model learn the required inputs of the teacher model leads to poor driving performance, which comes from the large distribution gap between predicted privileged inputs and the ground-truth. To this end, we propose DriveAdapter, which employs adapters with the feature alignment objective function between the student (perception) and teacher (planning) modules. Additionally, since the pure learning-based teacher model itself is imperfect and occasionally breaks safety rules, we propose a method of action-guided feature learning with a mask for those imperfect teacher features to further inject the priors of hand-crafted rules into the learning process.

In this paper, we explore the potential of using a large language model (LLM) to understand the driving environment in a human-like manner and analyze its ability to reason, interpret, and memorize when facing complex scenarios. We argue that traditional optimization-based and modular autonomous driving (AD) systems face inherent performance limitations when dealing with long-tail corner cases. To address this problem, we propose that an ideal AD system should drive like a human, accumulating experience through continuous driving and using common sense to solve problems. To achieve this goal, we identify three key abilities necessary for an AD system: reasoning, interpretation, and memorization. We demonstrate the feasibility of employing an LLM in driving scenarios by building a closed-loop system to showcase its comprehension and environment-interaction abilities. Our extensive experiments show that the LLM exhibits the impressive ability to reason and solve long-tailed cases, providing valuable insights for the development of human-like autonomous driving. The related code are available at https://github.com/PJLab-ADG/DriveLikeAHuman .