Daily Papers

Activation steering methods were shown to be effective in conditioning language model generation by additively intervening over models' intermediate representations. However, the evaluation of these techniques has so far been limited to single conditioning properties and synthetic settings. In this work, we conduct a comprehensive evaluation of various activation steering strategies, highlighting the property-dependent nature of optimal parameters to ensure a robust effect throughout generation. To address this issue, we propose Dynamic Activation Composition, an information-theoretic approach to modulate the steering intensity of one or more properties throughout generation. Our experiments on multi-property steering show that our method successfully maintains high conditioning while minimizing the impact of conditioning on generation fluency.

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.

Steering vectors are a promising approach to control the behaviour of large language models. However, their underlying mechanisms remain poorly understood. While sparse autoencoders (SAEs) may offer a potential method to interpret steering vectors, recent findings show that SAE-reconstructed vectors often lack the steering properties of the original vectors. This paper investigates why directly applying SAEs to steering vectors yields misleading decompositions, identifying two reasons: (1) steering vectors fall outside the input distribution for which SAEs are designed, and (2) steering vectors can have meaningful negative projections in feature directions, which SAEs are not designed to accommodate. These limitations hinder the direct use of SAEs for interpreting steering vectors.

Prior work in 3D object detection evaluates models using offline metrics like average precision since closed-loop online evaluation on the downstream driving task is costly. However, it is unclear how indicative offline results are of driving performance. In this work, we perform the first empirical evaluation measuring how predictive different detection metrics are of driving performance when detectors are integrated into a full self-driving stack. We conduct extensive experiments on urban driving in the CARLA simulator using 16 object detection models. We find that the nuScenes Detection Score has a higher correlation to driving performance than the widely used average precision metric. In addition, our results call for caution on the exclusive reliance on the emerging class of `planner-centric' metrics.

This paper presents the development of a comprehensive dataset capturing interactions between Autonomous Vehicles (AVs) and traffic control devices, specifically traffic lights and stop signs. Derived from the Waymo Motion dataset, our work addresses a critical gap in the existing literature by providing real-world trajectory data on how AVs navigate these traffic control devices. We propose a methodology for identifying and extracting relevant interaction trajectory data from the Waymo Motion dataset, incorporating over 37,000 instances with traffic lights and 44,000 with stop signs. Our methodology includes defining rules to identify various interaction types, extracting trajectory data, and applying a wavelet-based denoising method to smooth the acceleration and speed profiles and eliminate anomalous values, thereby enhancing the trajectory quality. Quality assessment metrics indicate that trajectories obtained in this study have anomaly proportions in acceleration and jerk profiles reduced to near-zero levels across all interaction categories. By making this dataset publicly available, we aim to address the current gap in datasets containing AV interaction behaviors with traffic lights and signs. Based on the organized and published dataset, we can gain a more in-depth understanding of AVs' behavior when interacting with traffic lights and signs. This will facilitate research on AV integration into existing transportation infrastructures and networks, supporting the development of more accurate behavioral models and simulation tools.

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.

An experimental demonstration of directivities exceeding the fundamental Kildal limit, a phenomenon called superdirectivity, is provided for spherical high-index dielectric antennas with an electric dipole excitation. A directivity factor of about 10 with a total efficiency of more than 80\% for an antenna having a size of a third of the wavelength was measured. High directivities are shown to be associated with constructive interference of particular electric and magnetic modes of an open spherical resonator. Both analytic solution for a point dipole and a full-wave rigorous simulation for a realistic dipole antenna were employed for optimization and analysis, yielding an excellent agreement between experimentally measured and numerically predicted directivities. The use of high-index low-loss ceramics can significantly reduce the physical size of such antennas while maintaining their overall high radiation efficiency. Such antennas can be attractive for various high-frequency applications, such as antennas for the Internet of things, smart city systems, 5G network systems, and others. The demonstrated concept can be scaled in frequency.

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%.

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

We present a system that enables an autonomous small-scale RC car to drive aggressively from visual observations using reinforcement learning (RL). Our system, FastRLAP (faster lap), trains autonomously in the real world, without human interventions, and without requiring any simulation or expert demonstrations. Our system integrates a number of important components to make this possible: we initialize the representations for the RL policy and value function from a large prior dataset of other robots navigating in other environments (at low speed), which provides a navigation-relevant representation. From here, a sample-efficient online RL method uses a single low-speed user-provided demonstration to determine the desired driving course, extracts a set of navigational checkpoints, and autonomously practices driving through these checkpoints, resetting automatically on collision or failure. Perhaps surprisingly, we find that with appropriate initialization and choice of algorithm, our system can learn to drive over a variety of racing courses with less than 20 minutes of online training. The resulting policies exhibit emergent aggressive driving skills, such as timing braking and acceleration around turns and avoiding areas which impede the robot's motion, approaching the performance of a human driver using a similar first-person interface over the course of training.

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.

To optimally coordinate with others in cooperative games, it is often crucial to have information about one's collaborators: successful driving requires understanding which side of the road to drive on. However, not every feature of collaborators is strategically relevant: the fine-grained acceleration of drivers may be ignored while maintaining optimal coordination. We show that there is a well-defined dichotomy between strategically relevant and irrelevant information. Moreover, we show that, in dynamic games, this dichotomy has a compact representation that can be efficiently computed via a Bellman backup operator. We apply this algorithm to analyze the strategically relevant information for tasks in both a standard and a partially observable version of the Overcooked environment. Theoretical and empirical results show that our algorithms are significantly more efficient than baselines. Videos are available at https://minknowledge.github.io.

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.

Closed-loop simulation is essential for advancing end-to-end autonomous driving systems. Contemporary sensor simulation methods, such as NeRF and 3DGS, rely predominantly on conditions closely aligned with training data distributions, which are largely confined to forward-driving scenarios. Consequently, these methods face limitations when rendering complex maneuvers (e.g., lane change, acceleration, deceleration). Recent advancements in autonomous-driving world models have demonstrated the potential to generate diverse driving videos. However, these approaches remain constrained to 2D video generation, inherently lacking the spatiotemporal coherence required to capture intricacies of dynamic driving environments. In this paper, we introduce DriveDreamer4D, which enhances 4D driving scene representation leveraging world model priors. Specifically, we utilize the world model as a data machine to synthesize novel trajectory videos based on real-world driving data. Notably, we explicitly leverage structured conditions to control the spatial-temporal consistency of foreground and background elements, thus the generated data adheres closely to traffic constraints. To our knowledge, DriveDreamer4D is the first to utilize video generation models for improving 4D reconstruction in driving scenarios. Experimental results reveal that DriveDreamer4D significantly enhances generation quality under novel trajectory views, achieving a relative improvement in FID by 24.5%, 39.0%, and 10.5% compared to PVG, S3Gaussian, and Deformable-GS. Moreover, DriveDreamer4D markedly enhances the spatiotemporal coherence of driving agents, which is verified by a comprehensive user study and the relative increases of 20.3%, 42.0%, and 13.7% in the NTA-IoU metric.

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.

Trajectory planning is commonly used as part of a local planner in autonomous driving. This paper considers the problem of planning a continuous-curvature-rate trajectory between fixed start and goal states that minimizes a tunable trade-off between passenger comfort and travel time. The problem is an instance of infinite dimensional optimization over two continuous functions: a path, and a velocity profile. We propose a simplification of this problem that facilitates the discretization of both functions. This paper also proposes a method to quickly generate minimal-length paths between start and goal states based on a single tuning parameter: the second derivative of curvature. Furthermore, we discretize the set of velocity profiles along a given path into a selection of acceleration way-points along the path. Gradient-descent is then employed to minimize cost over feasible choices of the second derivative of curvature, and acceleration way-points, resulting in a method that repeatedly solves the path and velocity profiles in an iterative fashion. Numerical examples are provided to illustrate the benefits of the proposed methods.

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.

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 this work, we propose a training-free, trajectory-based controllable T2I approach, termed TraDiffusion. This novel method allows users to effortlessly guide image generation via mouse trajectories. To achieve precise control, we design a distance awareness energy function to effectively guide latent variables, ensuring that the focus of generation is within the areas defined by the trajectory. The energy function encompasses a control function to draw the generation closer to the specified trajectory and a movement function to diminish activity in areas distant from the trajectory. Through extensive experiments and qualitative assessments on the COCO dataset, the results reveal that TraDiffusion facilitates simpler, more natural image control. Moreover, it showcases the ability to manipulate salient regions, attributes, and relationships within the generated images, alongside visual input based on arbitrary or enhanced trajectories.

Benchmarking vision-based driving policies is challenging. On one hand, open-loop evaluation with real data is easy, but these results do not reflect closed-loop performance. On the other, closed-loop evaluation is possible in simulation, but is hard to scale due to its significant computational demands. Further, the simulators available today exhibit a large domain gap to real data. This has resulted in an inability to draw clear conclusions from the rapidly growing body of research on end-to-end autonomous driving. In this paper, we present NAVSIM, a middle ground between these evaluation paradigms, where we use large datasets in combination with a non-reactive simulator to enable large-scale real-world benchmarking. Specifically, we gather simulation-based metrics, such as progress and time to collision, by unrolling bird's eye view abstractions of the test scenes for a short simulation horizon. Our simulation is non-reactive, i.e., the evaluated policy and environment do not influence each other. As we demonstrate empirically, this decoupling allows open-loop metric computation while being better aligned with closed-loop evaluations than traditional displacement errors. NAVSIM enabled a new competition held at CVPR 2024, where 143 teams submitted 463 entries, resulting in several new insights. On a large set of challenging scenarios, we observe that simple methods with moderate compute requirements such as TransFuser can match recent large-scale end-to-end driving architectures such as UniAD. Our modular framework can potentially be extended with new datasets, data curation strategies, and metrics, and will be continually maintained to host future challenges. Our code is available at https://github.com/autonomousvision/navsim.

End-to-end autonomous driving, where the entire driving pipeline is replaced with a single neural network, has recently gained research attention because of its simpler structure and faster inference time. Despite this appealing approach largely reducing the complexity in the driving pipeline, it also leads to safety issues because the trained policy is not always compliant with the traffic rules. In this paper, we proposed P-CSG, a penalty-based imitation learning approach with contrastive-based cross semantics generation sensor fusion technologies to increase the overall performance of end-to-end autonomous driving. In this method, we introduce three penalties - red light, stop sign, and curvature speed penalty to make the agent more sensitive to traffic rules. The proposed cross semantics generation helps to align the shared information of different input modalities. We assessed our model's performance using the CARLA Leaderboard - Town 05 Long Benchmark and Longest6 Benchmark, achieving 8.5% and 2.0% driving score improvement compared to the baselines. Furthermore, we conducted robustness evaluations against adversarial attacks like FGSM and Dot attacks, revealing a substantial increase in robustness compared to other baseline models. More detailed information can be found at https://hk-zh.github.io/p-csg-plus.

Human-driven vehicles (HVs) exhibit complex and diverse behaviors. Accurately modeling such behavior is crucial for validating Robot Vehicles (RVs) in simulation and realizing the potential of mixed traffic control. However, existing approaches like parameterized models and data-driven techniques struggle to capture the full complexity and diversity. To address this, in this work, we introduce CARL, a hybrid technique combining imitation learning for close proximity car-following and probabilistic sampling for larger headways. We also propose two classes of RL-based RVs: a safety RV focused on maximizing safety and an efficiency RV focused on maximizing efficiency. Our experiments show that the safety RV increases Time-to-Collision above the critical 4 second threshold and reduces Deceleration Rate to Avoid a Crash by up to 80%, while the efficiency RV achieves improvements in throughput of up to 49%. These results demonstrate the effectiveness of CARL in enhancing both safety and efficiency in mixed traffic.

The Indy Autonomous Challenge (IAC) brought together for the first time in history nine autonomous racing teams competing at unprecedented speed and in head-to-head scenario, using independently developed software on open-wheel racecars. This paper presents the complete software architecture used by team TII EuroRacing (TII-ER), covering all the modules needed to avoid static obstacles, perform active overtakes and reach speeds above 75 m/s (270 km/h). In addition to the most common modules related to perception, planning, and control, we discuss the approaches used for vehicle dynamics modelling, simulation, telemetry, and safety. Overall results and the performance of each module are described, as well as the lessons learned during the first two events of the competition on oval tracks, where the team placed respectively second and third.

This study reveals an unexpected parallel between instructible vision-language models (VLMs) and human cognitive disorders, specifically constructive apraxia. We tested 25 state-of-the-art VLMs, including GPT-4 Vision, DALL-E 3, and Midjourney v5, on their ability to generate images of the Ponzo illusion, a task that requires basic spatial reasoning and is often used in clinical assessments of constructive apraxia. Remarkably, 24 out of 25 models failed to correctly render two horizontal lines against a perspective background, mirroring the deficits seen in patients with parietal lobe damage. The models consistently misinterpreted spatial instructions, producing tilted or misaligned lines that followed the perspective of the background rather than remaining horizontal. This behavior is strikingly similar to how apraxia patients struggle to copy or construct simple figures despite intact visual perception and motor skills. Our findings suggest that current VLMs, despite their advanced capabilities in other domains, lack fundamental spatial reasoning abilities akin to those impaired in constructive apraxia. This limitation in AI systems provides a novel computational model for studying spatial cognition deficits and highlights a critical area for improvement in VLM architecture and training methodologies.

We investigate the effect of wall roughness on the wakefield-induced energy variation in the undulator beam pipe of LCLS-II. We find that a wall roughness equivalent to an rms surface slope of 30 mr increases the total induced energy variation within the bunch (due to the resistive wall wake) by a modest 20%.

Simulators offer the possibility of safe, low-cost development of self-driving systems. However, current driving simulators exhibit na\"ive behavior models for background traffic. Hand-tuned scenarios are typically added during simulation to induce safety-critical situations. An alternative approach is to adversarially perturb the background traffic trajectories. In this paper, we study this approach to safety-critical driving scenario generation using the CARLA simulator. We use a kinematic bicycle model as a proxy to the simulator's true dynamics and observe that gradients through this proxy model are sufficient for optimizing the background traffic trajectories. Based on this finding, we propose KING, which generates safety-critical driving scenarios with a 20% higher success rate than black-box optimization. By solving the scenarios generated by KING using a privileged rule-based expert algorithm, we obtain training data for an imitation learning policy. After fine-tuning on this new data, we show that the policy becomes better at avoiding collisions. Importantly, our generated data leads to reduced collisions on both held-out scenarios generated via KING as well as traditional hand-crafted scenarios, demonstrating improved robustness.

Nowadays, autonomous cars can drive smoothly in ordinary cases, and it is widely recognized that realistic sensor simulation will play a critical role in solving remaining corner cases by simulating them. To this end, we propose an autonomous driving simulator based upon neural radiance fields (NeRFs). Compared with existing works, ours has three notable features: (1) Instance-aware. Our simulator models the foreground instances and background environments separately with independent networks so that the static (e.g., size and appearance) and dynamic (e.g., trajectory) properties of instances can be controlled separately. (2) Modular. Our simulator allows flexible switching between different modern NeRF-related backbones, sampling strategies, input modalities, etc. We expect this modular design to boost academic progress and industrial deployment of NeRF-based autonomous driving simulation. (3) Realistic. Our simulator set new state-of-the-art photo-realism results given the best module selection. Our simulator will be open-sourced while most of our counterparts are not. Project page: https://open-air-sun.github.io/mars/.

Traffic congestion in dense urban centers presents an economical and environmental burden. In recent years, the availability of vehicle-to-anything communication allows for the transmission of detailed vehicle states to the infrastructure that can be used for intelligent traffic light control. The other way around, the infrastructure can provide vehicles with advice on driving behavior, such as appropriate velocities, which can improve the efficacy of the traffic system. Several research works applied deep reinforcement learning to either traffic light control or vehicle speed advice. In this work, we propose a first attempt to jointly learn the control of both. We show this to improve the efficacy of traffic systems. In our experiments, the joint control approach reduces average vehicle trip delays, w.r.t. controlling only traffic lights, in eight out of eleven benchmark scenarios. Analyzing the qualitative behavior of the vehicle speed advice policy, we observe that this is achieved by smoothing out the velocity profile of vehicles nearby a traffic light. Learning joint control of traffic signaling and speed advice in the real world could help to reduce congestion and mitigate the economical and environmental repercussions of today's traffic systems.

Despite recent advances in image-to-video generation, better controllability and local animation are less explored. Most existing image-to-video methods are not locally aware and tend to move the entire scene. However, human artists may need to control the movement of different objects or regions. Additionally, current I2V methods require users not only to describe the target motion but also to provide redundant detailed descriptions of frame contents. These two issues hinder the practical utilization of current I2V tools. In this paper, we propose a practical framework, named Follow-Your-Click, to achieve image animation with a simple user click (for specifying what to move) and a short motion prompt (for specifying how to move). Technically, we propose the first-frame masking strategy, which significantly improves the video generation quality, and a motion-augmented module equipped with a short motion prompt dataset to improve the short prompt following abilities of our model. To further control the motion speed, we propose flow-based motion magnitude control to control the speed of target movement more precisely. Our framework has simpler yet precise user control and better generation performance than previous methods. Extensive experiments compared with 7 baselines, including both commercial tools and research methods on 8 metrics, suggest the superiority of our approach. Project Page: https://follow-your-click.github.io/

Diffusion models produce impressive results in modalities ranging from images and video to protein design and text. However, generating samples with user-specified properties remains a challenge. Recent research proposes fine-tuning models to maximize rewards that capture desired properties, but these methods require expensive training and are prone to mode collapse. In this work, we propose Feynman Kac (FK) steering, an inference-time framework for steering diffusion models with reward functions. FK steering works by sampling a system of multiple interacting diffusion processes, called particles, and resampling particles at intermediate steps based on scores computed using functions called potentials. Potentials are defined using rewards for intermediate states and are selected such that a high value indicates that the particle will yield a high-reward sample. We explore various choices of potentials, intermediate rewards, and samplers. We evaluate FK steering on text-to-image and text diffusion models. For steering text-to-image models with a human preference reward, we find that FK steering a 0.8B parameter model outperforms a 2.6B parameter fine-tuned model on prompt fidelity, with faster sampling and no training. For steering text diffusion models with rewards for text quality and specific text attributes, we find that FK steering generates lower perplexity, more linguistically acceptable outputs and enables gradient-free control of attributes like toxicity. Our results demonstrate that inference-time scaling and steering of diffusion models, even with off-the-shelf rewards, can provide significant sample quality gains and controllability benefits. Code is available at https://github.com/zacharyhorvitz/Fk-Diffusion-Steering .

We present a versatile NeRF-based simulator for testing autonomous driving (AD) software systems, designed with a focus on sensor-realistic closed-loop evaluation and the creation of safety-critical scenarios. The simulator learns from sequences of real-world driving sensor data and enables reconfigurations and renderings of new, unseen scenarios. In this work, we use our simulator to test the responses of AD models to safety-critical scenarios inspired by the European New Car Assessment Programme (Euro NCAP). Our evaluation reveals that, while state-of-the-art end-to-end planners excel in nominal driving scenarios in an open-loop setting, they exhibit critical flaws when navigating our safety-critical scenarios in a closed-loop setting. This highlights the need for advancements in the safety and real-world usability of end-to-end planners. By publicly releasing our simulator and scenarios as an easy-to-run evaluation suite, we invite the research community to explore, refine, and validate their AD models in controlled, yet highly configurable and challenging sensor-realistic environments. Code and instructions can be found at https://github.com/atonderski/neuro-ncap

Recent advancements in Vision-Language Models (VLMs) have sparked interest in their use for autonomous driving, particularly in generating interpretable driving decisions through natural language. However, the assumption that VLMs inherently provide visually grounded, reliable, and interpretable explanations for driving remains largely unexamined. To address this gap, we introduce DriveBench, a benchmark dataset designed to evaluate VLM reliability across 17 settings (clean, corrupted, and text-only inputs), encompassing 19,200 frames, 20,498 question-answer pairs, three question types, four mainstream driving tasks, and a total of 12 popular VLMs. Our findings reveal that VLMs often generate plausible responses derived from general knowledge or textual cues rather than true visual grounding, especially under degraded or missing visual inputs. This behavior, concealed by dataset imbalances and insufficient evaluation metrics, poses significant risks in safety-critical scenarios like autonomous driving. We further observe that VLMs struggle with multi-modal reasoning and display heightened sensitivity to input corruptions, leading to inconsistencies in performance. To address these challenges, we propose refined evaluation metrics that prioritize robust visual grounding and multi-modal understanding. Additionally, we highlight the potential of leveraging VLMs' awareness of corruptions to enhance their reliability, offering a roadmap for developing more trustworthy and interpretable decision-making systems in real-world autonomous driving contexts. The benchmark toolkit is publicly accessible.

As an initial assessment, over 480,000 labeled virtual images of normal highway driving were readily generated in Grand Theft Auto V's virtual environment. Using these images, a CNN was trained to detect following distance to cars/objects ahead, lane markings, and driving angle (angular heading relative to lane centerline): all variables necessary for basic autonomous driving. Encouraging results were obtained when tested on over 50,000 labeled virtual images from substantially different GTA-V driving environments. This initial assessment begins to define both the range and scope of the labeled images needed for training as well as the range and scope of labeled images needed for testing the definition of boundaries and limitations of trained networks. It is the efficacy and flexibility of a "GTA-V"-like virtual environment that is expected to provide an efficient well-defined foundation for the training and testing of Convolutional Neural Networks for safe driving. Additionally, described is the Princeton Virtual Environment (PVE) for the training, testing and enhancement of safe driving AI, which is being developed using the video-game engine Unity. PVE is being developed to recreate rare but critical corner cases that can be used in re-training and enhancing machine learning models and understanding the limitations of current self driving models. The Florida Tesla crash is being used as an initial reference.

Neural Radiance Fields (NeRFs) have emerged as promising tools for advancing autonomous driving (AD) research, offering scalable closed-loop simulation and data augmentation capabilities. However, to trust the results achieved in simulation, one needs to ensure that AD systems perceive real and rendered data in the same way. Although the performance of rendering methods is increasing, many scenarios will remain inherently challenging to reconstruct faithfully. To this end, we propose a novel perspective for addressing the real-to-simulated data gap. Rather than solely focusing on improving rendering fidelity, we explore simple yet effective methods to enhance perception model robustness to NeRF artifacts without compromising performance on real data. Moreover, we conduct the first large-scale investigation into the real-to-simulated data gap in an AD setting using a state-of-the-art neural rendering technique. Specifically, we evaluate object detectors and an online mapping model on real and simulated data, and study the effects of different fine-tuning strategies.Our results show notable improvements in model robustness to simulated data, even improving real-world performance in some cases. Last, we delve into the correlation between the real-to-simulated gap and image reconstruction metrics, identifying FID and LPIPS as strong indicators. See https://research.zenseact.com/publications/closing-real2sim-gap for our project page.

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.

Congestion in traffic is an unavoidable circumstance in many cities in India and other countries. It is an issue of major concern. The steep rise in the number of automobiles on the roads followed by old infrastructure, accidents, pedestrian traffic, and traffic rule violations all add to challenging traffic conditions. Given these poor conditions of traffic, there is a critical need for automatically detecting and signaling systems. There are already various technologies that are used for traffic management and signaling systems like video analysis, infrared sensors, and wireless sensors. The main issue with these methods is they are very costly and high maintenance is required. In this paper, we have proposed a three-phase system that can guide emergency vehicles and manage traffic based on the degree of congestion. In the first phase, the system processes the captured images and calculates the Index value which is used to discover the degree of congestion. The Index value of a particular road depends on its width and the length up to which the camera captures images of that road. We have to take input for the parameters (length and width) while setting up the system. In the second phase, the system checks whether there are any emergency vehicles present or not in any lane. In the third phase, the whole processing and decision-making part is performed at the edge server. The proposed model is robust and it takes into consideration adverse weather conditions such as hazy, foggy, and windy. It works very efficiently in low light conditions also. The edge server is a strategically placed server that provides us with low latency and better connectivity. Using Edge technology in this traffic management system reduces the strain on cloud servers and the system becomes more reliable in real-time because the latency and bandwidth get reduced due to processing at the intermediate edge server.

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.

Testing and evaluation is a critical step in the development and deployment of connected and automated vehicles (CAVs). Due to the black-box property and various types of CAVs, how to test and evaluate CAVs adaptively remains a major challenge. Many approaches have been proposed to adaptively generate testing scenarios during the testing process. However, most existing approaches cannot be applied to complex scenarios, where the variables needed to define such scenarios are high dimensional. Towards filling this gap, the adaptive testing with sparse control variates method is proposed in this paper. Instead of adaptively generating testing scenarios, our approach evaluates CAVs' performances by adaptively utilizing the testing results. Specifically, each testing result is adjusted using multiple linear regression techniques based on control variates. As the regression coefficients can be adaptively optimized for the CAV under test, using the adjusted results can reduce the estimation variance, compared with using the testing results directly. To overcome the high dimensionality challenge, sparse control variates are utilized only for the critical variables of testing scenarios. To validate the proposed method, the high-dimensional overtaking scenarios are investigated, and the results demonstrate that our approach can further accelerate the evaluation process by about 30 times.