FlatFusion: Delving into Details of Sparse Transformer-based Camera-LiDAR Fusion for Autonomous Driving

The integration of data from diverse sensor modalities (e.g., camera and LiDAR) constitutes a prevalent methodology within the ambit of autonomous driving scenarios. Recent advancements in efficient point cloud transformers have underscored the efficacy of integrating information in sparse formats. When it comes to fusion, since image patches are dense in pixel space with ambiguous depth, it necessitates additional design considerations for effective fusion. In this paper, we conduct a comprehensive exploration of design choices for Transformer-based sparse cameraLiDAR fusion. This investigation encompasses strategies for image-to-3D and LiDAR-to-2D mapping, attention neighbor grouping, single modal tokenizer, and micro-structure of Transformer. By amalgamating the most effective principles uncovered through our investigation, we introduce FlatFusion, a carefully designed framework for sparse camera-LiDAR fusion. Notably, FlatFusion significantly outperforms state-of-the-art sparse Transformer-based methods, including UniTR, CMT, and SparseFusion, achieving 73.7 NDS on the nuScenes validation set with 10.1 FPS with PyTorch.

Bench2Drive: Towards Multi-Ability Benchmarking of Closed-Loop End-To-End Autonomous Driving

In an era marked by the rapid scaling of foundation models, autonomous driving technologies are approaching a transformative threshold where end-to-end autonomous driving (E2E-AD) emerges due to its potential of scaling up in the data-driven manner. However, existing E2E-AD methods are mostly evaluated under the open-loop log-replay manner with L2 errors and collision rate as metrics (e.g., in nuScenes), which could not fully reflect the driving performance of algorithms as recently acknowledged in the community. For those E2E-AD methods evaluated under the closed-loop protocol, they are tested in fixed routes (e.g., Town05Long and Longest6 in CARLA) with the driving score as metrics, which is known for high variance due to the unsmoothed metric function and large randomness in the long route. Besides, these methods usually collect their own data for training, which makes algorithm-level fair comparison infeasible. To fulfill the paramount need of comprehensive, realistic, and fair testing environments for Full Self-Driving (FSD), we present Bench2Drive, the first benchmark for evaluating E2E-AD systems' multiple abilities in a closed-loop manner. Bench2Drive's official training data consists of 2 million fully annotated frames, collected from 10000 short clips uniformly distributed under 44 interactive scenarios (cut-in, overtaking, detour, etc), 23 weathers (sunny, foggy, rainy, etc), and 12 towns (urban, village, university, etc) in CARLA v2. Its evaluation protocol requires E2E-AD models to pass 44 interactive scenarios under different locations and weathers which sums up to 220 routes and thus provides a comprehensive and disentangled assessment about their driving capability under different situations. We implement state-of-the-art E2E-AD models and evaluate them in Bench2Drive, providing insights regarding current status and future directions.

AMP: Autoregressive Motion Prediction Revisited with Next Token Prediction for Autonomous Driving

As an essential task in autonomous driving (AD), motion prediction aims to predict the future states of surround objects for navigation. One natural solution is to estimate the position of other agents in a step-by-step manner where each predicted time-step is conditioned on both observed time-steps and previously predicted time-steps, i.e., autoregressive prediction. Pioneering works like SocialLSTM and MFP design their decoders based on this intuition. However, almost all state-of-the-art works assume that all predicted time-steps are independent conditioned on observed time-steps, where they use a single linear layer to generate positions of all time-steps simultaneously. They dominate most motion prediction leaderboards due to the simplicity of training MLPs compared to autoregressive networks. In this paper, we introduce the GPT style next token prediction into motion forecasting. In this way, the input and output could be represented in a unified space and thus the autoregressive prediction becomes more feasible. However, different from language data which is composed of homogeneous units -words, the elements in the driving scene could have complex spatial-temporal and semantic relations. To this end, we propose to adopt three factorized attention modules with different neighbors for information aggregation and different position encoding styles to capture their relations, e.g., encoding the transformation between coordinate systems for spatial relativity while adopting RoPE for temporal relativity. Empirically, by equipping with the aforementioned tailored designs, the proposed method achieves state-of-the-art performance in the Waymo Open Motion and Waymo Interaction datasets. Notably, AMP outperforms other recent autoregressive motion prediction methods: MotionLM and StateTransformer, which demonstrates the effectiveness of the proposed designs.

ActiveAD: Planning-Oriented Active Learning for End-to-End Autonomous Driving

End-to-end differentiable learning for autonomous driving (AD) has recently become a prominent paradigm. One main bottleneck lies in its voracious appetite for high-quality labeled data e.g. 3D bounding boxes and semantic segmentation, which are notoriously expensive to manually annotate. The difficulty is further pronounced due to the prominent fact that the behaviors within samples in AD often suffer from long tailed distribution. In other words, a large part of collected data can be trivial (e.g. simply driving forward in a straight road) and only a few cases are safety-critical. In this paper, we explore a practically important yet under-explored problem about how to achieve sample and label efficiency for end-to-end AD. Specifically, we design a planning-oriented active learning method which progressively annotates part of collected raw data according to the proposed diversity and usefulness criteria for planning routes. Empirically, we show that our planning-oriented approach could outperform general active learning methods by a large margin. Notably, our method achieves comparable performance with state-of-the-art end-to-end AD methods - by using only 30% nuScenes data. We hope our work could inspire future works to explore end-to-end AD from a data-centric perspective in addition to methodology efforts.

Think2Drive: Efficient Reinforcement Learning by Thinking in Latent World Model for Quasi-Realistic Autonomous Driving (in CARLA-v2)

Real-world autonomous driving (AD) especially urban driving involves many corner cases. The lately released AD simulator CARLA v2 adds 39 common events in the driving scene, and provide more quasi-realistic testbed compared to CARLA v1. It poses new challenge to the community and so far no literature has reported any success on the new scenarios in V2 as existing works mostly have to rely on specific rules for planning yet they cannot cover the more complex cases in CARLA v2. In this work, we take the initiative of directly training a planner and the hope is to handle the corner cases flexibly and effectively, which we believe is also the future of AD. To our best knowledge, we develop the first model-based RL method named Think2Drive for AD, with a world model to learn the transitions of the environment, and then it acts as a neural simulator to train the planner. This paradigm significantly boosts the training efficiency due to the low dimensional state space and parallel computing of tensors in the world model. As a result, Think2Drive is able to run in an expert-level proficiency in CARLA v2 within 3 days of training on a single A6000 GPU, and to our best knowledge, so far there is no reported success (100\% route completion)on CARLA v2. We also propose CornerCase-Repository, a benchmark that supports the evaluation of driving models by scenarios. Additionally, we propose a new and balanced metric to evaluate the performance by route completion, infraction number, and scenario density, so that the driving score could give more information about the actual driving performance.

A Survey of Large Language Models for Autonomous Driving

Autonomous driving technology, a catalyst for revolutionizing transportation and urban mobility, has the tend to transition from rule-based systems to data-driven strategies. Traditional module-based systems are constrained by cumulative errors among cascaded modules and inflexible pre-set rules. In contrast, end-to-end autonomous driving systems have the potential to avoid error accumulation due to their fully data-driven training process, although they often lack transparency due to their ``black box" nature, complicating the validation and traceability of decisions. Recently, large language models (LLMs) have demonstrated abilities including understanding context, logical reasoning, and generating answers. A natural thought is to utilize these abilities to empower autonomous driving. By combining LLM with foundation vision models, it could open the door to open-world understanding, reasoning, and few-shot learning, which current autonomous driving systems are lacking. In this paper, we systematically review a research line about \textit{Large Language Models for Autonomous Driving (LLM4AD)}. This study evaluates the current state of technological advancements, distinctly outlining the principal challenges and prospective directions for the field. For the convenience of researchers in academia and industry, we provide real-time updates on the latest advances in the field as well as relevant open-source resources via the designated link: https://github.com/Thinklab-SJTU/Awesome-LLM4AD.

DriveAdapter: Breaking the Coupling Barrier of Perception and Planning in End-to-End Autonomous Driving

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.

Think Twice before Driving: Towards Scalable Decoders for End-to-End Autonomous Driving

End-to-end autonomous driving has made impressive progress in recent years. Existing methods usually adopt the decoupled encoder-decoder paradigm, where the encoder extracts hidden features from raw sensor data, and the decoder outputs the ego-vehicle's future trajectories or actions. Under such a paradigm, the encoder does not have access to the intended behavior of the ego agent, leaving the burden of finding out safety-critical regions from the massive receptive field and inferring about future situations to the decoder. Even worse, the decoder is usually composed of several simple multi-layer perceptrons (MLP) or GRUs while the encoder is delicately designed (e.g., a combination of heavy ResNets or Transformer). Such an imbalanced resource-task division hampers the learning process. In this work, we aim to alleviate the aforementioned problem by two principles: (1) fully utilizing the capacity of the encoder; (2) increasing the capacity of the decoder. Concretely, we first predict a coarse-grained future position and action based on the encoder features. Then, conditioned on the position and action, the future scene is imagined to check the ramification if we drive accordingly. We also retrieve the encoder features around the predicted coordinate to obtain fine-grained information about the safety-critical region. Finally, based on the predicted future and the retrieved salient feature, we refine the coarse-grained position and action by predicting its offset from ground-truth. The above refinement module could be stacked in a cascaded fashion, which extends the capacity of the decoder with spatial-temporal prior knowledge about the conditioned future. We conduct experiments on the CARLA simulator and achieve state-of-the-art performance in closed-loop benchmarks. Extensive ablation studies demonstrate the effectiveness of each proposed module.

Policy Pre-training for End-to-end Autonomous Driving via Self-supervised Geometric Modeling

Witnessing the impressive achievements of pre-training techniques on large-scale data in the field of computer vision and natural language processing, we wonder whether this idea could be adapted in a grab-and-go spirit, and mitigate the sample inefficiency problem for visuomotor driving. Given the highly dynamic and variant nature of the input, the visuomotor driving task inherently lacks view and translation invariance, and the visual input contains massive irrelevant information for decision making, resulting in predominant pre-training approaches from general vision less suitable for the autonomous driving task. To this end, we propose PPGeo (Policy Pre-training via Geometric modeling), an intuitive and straightforward fully self-supervised framework curated for the policy pretraining in visuomotor driving. We aim at learning policy representations as a powerful abstraction by modeling 3D geometric scenes on large-scale unlabeled and uncalibrated YouTube driving videos. The proposed PPGeo is performed in two stages to support effective self-supervised training. In the first stage, the geometric modeling framework generates pose and depth predictions simultaneously, with two consecutive frames as input. In the second stage, the visual encoder learns driving policy representation by predicting the future ego-motion and optimizing with the photometric error based on current visual observation only. As such, the pre-trained visual encoder is equipped with rich driving policy related representations and thereby competent for multiple visuomotor driving tasks. Extensive experiments covering a wide span of challenging scenarios have demonstrated the superiority of our proposed approach, where improvements range from 2% to even over 100% with very limited data. Code and models will be available at https://github.com/OpenDriveLab/PPGeo.

Goal-oriented Autonomous Driving

Modern autonomous driving system is characterized as modular tasks in sequential order, i.e., perception, prediction and planning. As sensors and hardware get improved, there is trending popularity to devise a system that can perform a wide diversity of tasks to fulfill higher-level intelligence. Contemporary approaches resort to either deploying standalone models for individual tasks, or designing a multi-task paradigm with separate heads. These might suffer from accumulative error or negative transfer effect. Instead, we argue that a favorable algorithm framework should be devised and optimized in pursuit of the ultimate goal, i.e. planning of the self-driving-car. Oriented at this goal, we revisit the key components within perception and prediction. We analyze each module and prioritize the tasks hierarchically, such that all these tasks contribute to planning (the goal). To this end, we introduce Unified Autonomous Driving (UniAD), the first 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 design 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 to surpass previous state-of-the-arts by a large margin in all aspects. The full suite of codebase and models would be available to facilitate future research in the community.