End-to-End Autonomous Driving

Vision-Language-Action (VLA) models have recently emerged as a promising paradigm for end-to-end autonomous driving by enabling unified reasoning across perception, language, and planning. However, existing approaches lack mechanisms to exploit past failures or adapt to distribution shifts, causing the model to persistently underperform on similar scenarios where it has previously failed. In this paper, we propose DriveVLA-M0, a retrieval-augmented VLA with failure-aware latent memory. We construct a latent memory pool that stores failure cases along with their structure scene representations and expert trajectory labels, and design a dedicated Retrieve Model that decouples static road structure and dynamic agent interactions to enable structurally grounded retrieval. At inference time, retrieved cases are injected into the model via a lightweight decoupled LoRA-based test-time training (TTT) mechanism, allowing targeted and scenario-specific correction without modifying the backbone. Extensive experiments on NAVSIMv1 and NAVSIMv2 benchmark demonstrate that our approach consistently outperforms prior methods, achieving 94.1 PDMS on Navtest and 47.0 EPDMS on Navhard with only 26.44 ms TTT backward latency overhead. Furthermore, we show that DriveVLA-M0 scales effectively with additional memory, enabling training-free performance gains through memory expansion. The code is available at https://github.com/ZebinX/DriveVLA-M0.

Vision-language models (VLMs) have advanced scene understanding and enabled explicit reasoning in end-to-end autonomous driving. However, existing methods insufficiently integrate spatial-physical evidence into planning reasoning, while reasoning adaptation remains coarse-grained and falls short of scene-specific planning demands. Furthermore, reasoning-path optimization for higher planning quality remains largely unexplored in autonomous-driving post-training. To address these limitations, we propose FactorDrive, an end-to-end autonomous driving framework for adaptive multi-step reasoning driven by planning-critical factors (PCFs). We first perform large-scale driving-domain instruction tuning to establish foundational driving knowledge. Building on this foundation, we construct PCF-CoT, a chain-of-thought (CoT) dataset that grounds planning reasoning in trajectory-relevant spatial-physical evidence and organizes reasoning around scene-specific PCFs, enabling the composition and depth of reasoning paths to adapt to different planning demands. We further introduce Quality Search-Guided Group Relative Policy Optimization (QS-GRPO), which guides Monte Carlo Tree Search (MCTS) with trajectory-level planning rewards to discover reasoning paths with higher planning quality and uses the resulting responses to optimize the policy through GRPO, thereby improving trajectory planning performance. Extensive experiments on both open-loop (nuScenes) and closed-loop-oriented (NAVSIM) benchmarks demonstrate that FactorDrive achieves state-of-the-art planning performance.

End-to-end planning has shown strong promise for autonomous driving, but most existing methods are designed for structured urban roads and generalize poorly to unstructured mining environments. In such settings, weak road structure, terrain-induced occlusions, degraded visibility, and large unobserved regions make safe planning particularly challenging. To address these challenges, we propose UnsDrive, an end-to-end planner designed for unstructured mining scenes. UnsDrive builds an unknown-aware occupancy representation that explicitly models occupied, free, and unknown space using multi-frame visibility cues, and conditions a flow-matching planner on this representation to generate multimodal future trajectories. To improve safety under partial observability, we further introduce an occupancy trajectory consistency loss and an uncertainty-aware trajectory scorer that penalize trajectories entering non-traversable or unobserved regions. We also present MineLoop, a mining-oriented closed-loop simulator for evaluating autonomous driving under irregular road geometry, degraded visibility, heavy-vehicle interactions, and mining-specific operational constraints. Experiments in both open-loop and closed-loop settings show that UnsDrive consistently outperforms strong baselines in trajectory accuracy, collision avoidance, and long-horizon driving robustness. These results demonstrate the value of explicit unknown-space reasoning for autonomous driving in unstructured mining environments.

In autonomous driving, World-Action Models (WAMs) have improved end-to-end planning by transferring video dynamics priors to action prediction, but many still couple planning with future-video generation at inference, incurring substantial computational overhead. We present SimWAM, a simple yet effective WAM that leverages future-video prediction solely as a training-time supervision signal. It co-trains a pretrained video expert and a lightweight action expert with joint flow matching. An isolated attention mask keeps action prediction independent of future frames, allowing trajectory prediction without future-frame generation at inference. This design supports multiple pretrained video backbones and independent action-expert scaling within a shared attention interface, while preserving the joint learning objective. Moreover, we apply reinforcement learning to optimize a compositional driving reward beyond trajectory imitation. Experiments show that SimWAM achieves $91.9$ PDMS on NAVSIM with a favorable trade-off between accuracy and latency among world-model-based planners, while transferring zero-shot to nuScenes. It also achieves competitive planning accuracy on WOD-E2E and PhysicalAI-Autonomous-Vehicles. These results position SimWAM as a plain yet solid baseline for efficient autonomous driving. The code and model weights are available at https://github.com/H-EmbodVis/SimWAM/.

Vision-Language-Action (VLA) models have recently achieved impressive performance for end-to-end autonomous driving, yet existing approaches are primarily designed for an individual single autonomous driving agent with limited support for cooperative perception, reasoning, and planning. We present Cooperative Multi-agent Unified Driving with Reasoning (CMU-Drive), a closed-loop end-to-end benchmark for evaluating cooperative autonomous driving with multiple connected autonomous vehicles (CAVs) operating in safety-critical driving scenarios with background traffic participants. We further propose Vehicle-to-Vehicle Vision-Language-Action (V2V-VLA), a cooperative VLA model that integrates cooperative driving into a single forward pass by jointly generating driving actions, future waypoints, language reasoning, and communication policies. Experiments on CMU-Drive establish the first benchmark and baseline for cooperative VLA driving and provide a foundation for future research on multi-agent, closed-loop, end-to-end cooperative autonomous driving. Our code, benchmark, and model checkpoint will be publicly released to facilitate open-source research.

End-to-end driving requires a coherent understanding of future scenes, yet existing methods model these scenes using task-specific heads and output formats, with limited scalability. Can video generation instead provide a shared predictor? We introduce SUV, a unified end-to-end driving framework that casts future Scene Understanding as Video generation using a pretrained video foundation model. SUV models future appearance, semantics, relative depth, and instance-level dynamics as video streams with a shared video expert, without stream-specific visual prediction heads. Through joint video-action attention, the action expert attends to the latent representations of all future streams and generates the ego trajectory. Experiments show that SUV directly predicts all four future streams, while controlled ablations show that structured future supervision and direct future-stream access yield higher trajectory planning scores. With only a single front camera and no candidate-trajectory selection, SUV outperforms a broad set of recent state-of-the-art methods on both NAVSIM-v2 splits, achieving 91.0 EPDMS on navtest and 36.9 on navhard. On the long-tail WOD-E2E benchmark, SUV achieves a competitive RFS of 7.94.

End-to-end (E2E) autonomous driving algorithms require rigorous closed-loop validation in simulation environments offering high visual fidelity, strong interactivity, and real-time performance. Existing approaches, from game engines to static neural rendering, inherently trade off these requirements and struggle with the dynamic scene composition essential for E2E testing. To bridge this gap, we propose a novel decoupled 3D Gaussian Splatting (3DGS) framework tailored for large-scale E2E evaluation. We fundamentally decompose scenes into a high-fidelity static background and manipulable dynamic agents using an object-centric canonical representation. To resolve resulting representational conflicts, we introduce three targeted modules: (1) asset compression via perceptual pruning and vector quantization for real-time traffic rendering; (2) map-guided geometric registration leveraging semantic topology to strictly align trajectories; and (3) proxy-based relighting transferring ambient illumination for seamless photometric integration. Extensive experiments demonstrate that DecoupleGS achieves a balanced fidelity-efficiency trade-off, improves metric and photometric consistency, and provides a practical closed-loop sensor simulation platform for E2E autonomous driving evaluation.

End-to-end autonomous driving (E2E AD) systems integrate perception, prediction, and planning into a single differentiable architecture. While these models show great promise, their standard training often relies on output-only supervision, which can lead to weak gradients for the hidden layers of increasingly complex models. Recent works have integrated vision-language model (VLM) supervision for latent features to address this, yielding substantial empirical gains, yet leaving the underlying theoretical mechanisms poorly understood. Our investigation into this methodology reveals that the resulting performance gains stem not from VLM reasoning capabilities, as previously assumed, but rather from the latent connections forged between the E2E AD model and ground-truth (GT) data during training. Building on this insight, we propose a probabilistic deep supervision framework that regularizes intermediate latent representations directly from GT data. By treating model latents as reparameterizable distributions, we optimize the architecture via the Evidence Lower Bound (ELBO). Our evaluations conducted on the nuScenes dataset demonstrate that supervising trajectory-related latents with future GT paths consistently improves planning performance. Using identical training data and E2E architectures, our method achieves an 8% reduction in planning L2 error and a 3% decrease in collision rates compared to competitive vectorized baselines, all while incurring negligible computational overhead.

Vision-Language-Action (VLA) models have emerged as a prominent paradigm for end-to-end autonomous driving; however, their efficient deployment is severely constrained by high computational latency and exposure bias arising from sequential autoregressive decoding. Conversely, while specialized diffusion policies enable low-latency, parallel execution, training them from scratch typically yields narrow, single-task architectures that lack holistic visual-linguistic reasoning. Successfully transforming pre-trained autoregressive generalists into parallel diffusion models could combine multi-task cognitive intelligence with execution efficiency, yet this transition presents a formidable architectural challenge due to mismatched attention patterns (causal versus bidirectional) and divergent optimization objectives. To bridge this divide, we introduce WAM-Diff2, a multi-task discrete diffusion VLA framework powered by a three-stage hierarchical distillation strategy. By structuring the architectural shift through progressive block-wise adaptation, block-wise distillation, and model-wise cross-scale distillation, WAM-Diff2 preserves the underlying semantic foundations of the base model while accelerating inference. Extensive evaluations across driving understanding, perception, and planning benchmarks demonstrate that WAM-Diff2 effectively mitigates exposure bias and achieves performance parity with autoregressive baselines. Crucially, the autoregressive-to-diffusion transition yields a 2.8x decoding speedup, which scales to an ultimate 15.1x acceleration when combined with system-level optimizations including FlashInfer and CUDA Graphs.

Vision-language models (VLMs) have recently emerged as a promising paradigm for end-to-end autonomous driving, enabling agents to map multimodal inputs and high-level navigation instructions directly to executable trajectories. However, in practice, these models exhibit a persistent command-following gap: predicted trajectories often show weak sensitivity to navigation commands, resulting in incorrect behavior at critical decision points. We identify this issue as a form of conditional policy collapse, where regression-based training under multimodal trajectory distributions encourages the model to rely on dominant visual priors while marginalizing the language-conditioned signal. To address this issue, we introduce a principled formulation of classifier-free guidance (CFG) for regression-based vision-language driving. We show that CFG can be interpreted as isolating the instruction-induced residual in the action space by contrasting conditional and unconditional predictions, thereby explicitly amplifying the effect of the navigation command at inference time. However, a standard two-pass CFG introduces prohibitive latency for real-time control and produces noisy instance-level guidance directions. Building on a mean-shift interpretation of CFG, we propose Latent-Centroid Steering (LCS), a single-pass guidance mechanism that replaces instance-level residuals with class-level latent shifts. By projecting conditional representations toward precomputed command-specific centroids, LCS performs class-level latent steering based on cluster geometry that is both more stable and computationally efficient. We demonstrate that LCS reduces inference latency by approximately 50% while achieving stronger command adherence and improved driving performance on both closed-loop (Bench2Drive) and open-loop (nuScenes) benchmarks. Code are available at https://github.com/codingmlinprocess/LCS.

End-to-end (E2E) autonomous driving aims to learn a direct mapping from visual observations to control actions. However, these E2E models often act as black boxes and struggle with complex scenarios. To address this, recent works incorporate Vision-Language Models (VLMs) to provide explicit reasoning, enhancing both interpretability and driving robustness. These approaches typically rely on pre-generated annotations, which suffer from potentially flawed labels and require costly human labor. In this work, we propose a new framework that integrates structured reasoning and geometric precision through a teacher-student architecture. The teacher model introduces reflective reasoning, where the VLM generates logical explanations and then reflectively refines the reasoning under the supervision of ground-truth action. This enhances zero-shot generalization without intermediate labels. The student model distills the teacher's reasoning capabilities via supervised fine-tuning. We also design a separate waypoint decoder that interprets textual reasoning into continuous trajectories. Our proposed solution integrates two goals: providing explicit reasoning for interpretability and delivering robust and accurate driving performance. It leverages the synergy between these two objectives within a staged inference engine to enhance driving performance and explicitly uses the reasoning to guide driving prediction. Evaluated on Waymo benchmarks, our framework outperforms classical reasoning-based baselines in zero-shot reasoning, waypoint accuracy, and inference efficiency. Our experiments validate this design, demonstrating that the reasoning text makes a significant contribution to driving inference, resulting in around a 24% improvement in performance compared to an identical model that lacks reasoning. Our work advances reasoning-driven autonomous driving toward interpretable and deployable systems.

Existing autonomous-driving world models typically perform dense prediction of future videos, occupancy states, BEV representations, or agent motion. We argue that planning need not reconstruct the complete future world, but only focus on scene features that affect future ego action. Based on this perspective, we propose Auto-JEPA, an action-oriented latent world model that learns continuous future driving intent through joint-embedding prediction. Given visual observations, egomotion history, and navigation commands, Auto-JEPA predicts an intent embedding aligned with the latent representation of the future ego trajectory. The predicted intent retrieves executable trajectories from a fixed trajectory memory, which are then ranked by a scene-conditioned candidate selection module. Auto-JEPA keeps the visual encoder frozen, requires no explicit perception annotations, and uses no learned trajectory generator. By optimizing only task-specific modules for trajectory representation, intent prediction, and candidate selection, Auto-JEPA achieves 91.3 PDMS on NAVSIM v1 and 89.1 EPDMS on NAVSIM v2. Semantic occlusion experiments show that masking dynamic-agent regions induces an average intent change 2.97x that of equal-area random masking. Moreover, occluding vehicles that affect future driving substantially changes the predicted intent and selected trajectory, whereas both remain essentially unchanged when non-influential vehicles are occluded. These results show that future-intent prediction encourages the model to focus on planning-relevant visual features and supports high-quality planning without dense future-world modeling.

The development of autonomous vehicles (AVs) usually relies heavily on data-driven artificial intelligence (AI) models that require large volumes of sensor data with ground-truth annotations. While modular architectures are widely used, end-to-end driving paradigms offer a promising alternative by directly mapping sensor inputs to control actions. However, their adoption is limited by challenges in interpretability and explainability. To address this, we present LAIA (Labelled Attention for Intelligent Automobiles), a novel synthetic dataset designed to enrich end-to-end driving research with human attention data. Collected using the CARLA simulator in closed-loop environments, LAIA comprises over 15 hours of driving from 44 participants across carefully crafted scenarios designed to evoke natural responses. Each sequence includes RGB images under six weather conditions, semantic and instance segmentation, depth, optical flow, CAN bus signals, and synchronized eye-tracking data. LAIA enables applications including training attention-aware end-to-end AI drivers, predicting driver behavior, developing methods to detect anomalous driver-attention patterns, and improving model explainability. In this work, we use LAIA to compare human attention with the perceptual attention emerging in our end-to-end driving models, thereby providing insight into their behavior.

End-to-end autonomous driving systems commonly follow a cascaded two-stage pipeline where a perception stage compresses multi-modal sensor inputs into a compact context and a downstream planner predicts trajectories conditioned on this context. We argue that this one-way perception-to-planning interface forces sensor inputs into a compact representation, losing the fine-grained details critical for planning. Moreover, by constraining the planner to this compressed context, it is difficult to leverage the rich representations offered by modern vision foundation models. To address these issues, we propose MOJITO, a unified sensor-to-action framework for end-to-end autonomous driving built on modal joint learning. MOJITO removes the cascaded interface and instead performs block-wise Modal Joint Attention that simultaneously updates action, image, and LiDAR features, allowing the planner to directly access multi-modal features during action generation. MOJITO achieves 88.9 PDMS on the NAVSIM v1 dataset and 88.4 EPDMS on the more challenging NAVSIM v2 dataset, setting a new state-of-the-art. Extensive experiments further demonstrate strong scalability, instruction following, and diverse trajectory generation. Code and models are available at https://github.com/mumucc01/MOJITO.

Frozen perception foundation models encode rich geometric, semantic, and dynamic knowledge. Yet narrow conditioning interfaces may attenuate task-relevant cues, while static fusion cannot adjust expert contributions to each scene. We cast this challenge as the prior-to-plan transfer problem and introduce PerceptDrive, a perception prior world-action modeling framework with adaptive expert routing. PerceptDrive feeds teacher-distilled priors from a frozen, driving-adapted provider and dense observation latents from a frozen self-supervised video encoder into a trainable expert-routed world-action model. Expert-specific query branches process these signals, while a prior-retention objective anchors each branch to its prior. A router predicts soft gates from a shared scene representation and combines the expert conditions before trajectory generation. During training, privileged rule-based sub-metric estimates for branch-specific trajectory drafts provide soft-gate distillation targets. The predicted action-free future latent conditions a flow-matching actor. At inference, privileged components are absent; with one front-facing camera, PerceptDrive generates one trajectory per planning step without test-time scoring, reranking, or search. Experiments show that PerceptDrive achieves state-of-the-art performance with 90.4 PDMS on NAVSIM v1 and 90.2 EPDMS on NAVSIM v2, outperforming existing methods. Ablations confirm complementary gains from prior retention and scene-conditioned routing, alongside differential reliance on the three priors. These results demonstrate that preserving and adaptively routing perception priors improves direct planning without test-time candidate selection.

Vehicle-to-everything-aided autonomous driving (V2X-AD) significantly enhances driving performance through information sharing. However, existing collaborative perception methods only optimize module-level perception capabilities and fail to effectively serve the ultimate planning and control tasks. We propose an end-to-end collaborative driving system that directly optimizes planning task performance. The system employs MotionNetwork to fuse historical temporal information, utilizes attention mechanisms to efficiently compress spatial features into compact tokens, and adaptively fuses multi-agent features through an autoregressive decoder. Additionally, we introduce Mixture-of-Experts (MoE) architecture to enhance the model's representation capacity for heterogeneous features. Experiments demonstrate that our method achieves a driving score of 79.72, surpassing the state-of-the-art CoDriving baseline (77.15) by 3.33% in closed-loop evaluation while maintaining communication efficiency.

End-to-end trajectory planners need to represent multiple plausible driving behaviors while producing a single executable trajectory under real-time constraints. Proposal-based approaches address this ambiguity by generating multiple candidates, but converting the proposal set into a final plan remains a key design problem. We present DRIFT, a fixed-depth planner that combines one-step drifting in a compact trajectory latent space with scene-aware proposal aggregation. Conditioned on features from a pretrained visual encoder, the DRIFT Decoder generates 48 proposal features in a single batched pass, with 32 samples at alpha=0.5 and 16 samples at alpha=0.9. A lightweight Aggregation Head integrates these features with scene, navigation, and ego-state information and directly predicts the final trajectory without requiring trajectory-level quality labels for aggregation. Its output is trained with expert-trajectory imitation and a map-derived boundary regularizer that penalizes waypoints outside the drivable polygon and inside waypoints near its boundary. On NAVSIM navtest, DRIFT achieves 89.6 PDMS and 90.4 EPDMS, with strong drivable-area compliance and ego progress among the methods compared. The proposal-generation and aggregation module runs in 10.82 ms on an NVIDIA RTX 4090, while full-model inference including the visual backbone takes 66.43 ms. These results show that one-step latent proposal generation and direct aggregation provide an efficient design for multi-hypothesis motion planning.

This letter presents PrismAD, a decoupled end-to-end autonomous driving framework based on a Semantic Mixture-of-Planners. Existing planners usually aggregate heterogeneous scene tokens into a coupled representation space, forcing a single planning branch to jointly model agent interaction, road geometry, and driving intention. Such coupling may weaken factor-specific reasoning and obscure the contribution of different planning cues. To address this limitation, PrismAD partitions scene tokens into interaction, geometry, and intent groups, and assigns them to independent planning experts with the same architecture but separate parameters. Each expert learns a specialized motion-planning representation, while a semantics-aware router adaptively aggregates expert predictions with separate routing weights for motion prediction and ego planning. Sparse top-$K$ activation with noisy gating is further introduced to improve routing robustness and reduce unnecessary expert computation. Extensive experiments on the nuScenes open-loop dataset and NeuroNCAP closed-loop benchmark demonstrate that PrismAD exhibits competitive performance. Our code will be released soon.

Autonomous driving operates in partially observable environments where actors may become fully occluded by other vehicles or infrastructure. Most end-to-end driving systems implicitly couple actor existence to instantaneous observations, causing actor hypotheses to degrade or disappear during prolonged occlusion and removing potentially critical agents from downstream prediction and planning. We introduce BeyondSight, a permanence-aware end-to-end driving framework that decouples actor existence from observability by maintaining persistent actor hypotheses over time. BeyondSight propagates actor queries temporally and updates them with observation-conditioned evidence, enabling joint perception, prediction, and planning to reason about actors even when they are temporarily unobservable. To enable principled training and evaluation of persistence-aware models, we further introduce nuScenes-Permanence, an extension of nuScenes that provides supervision and observability-conditioned evaluation for unobservable actors. Experiments show that BeyondSight substantially improves reasoning under occlusion, increasing detection performance for unobservable actors from 0 to 0.249 mAP while reducing planning error from 0.61 to 0.54 L2avg. These results highlight object permanence as an important modeling principle for robust end-to-end autonomous driving.

Vision-Language-Action (VLA) models have advanced end-to-end autonomous driving. However, existing methods either lack comprehensive world cognition or suffer from fragmented world foresight, inherently confining these models to reactive driving. To address this limitation, we propose WCog-VLA, a novel dual-level World-Cognitive VLA framework that successfully bridges semantic world forecasting with generative world evolution to achieve proactive autonomous driving. At the semantic level, WCog-VLA unifies world cognition and reasoning by incorporating 3D spatial perception and injecting agent tokens to capture the world dynamics, while concurrently enabling Game-theoretic Chain-of-Thought (Game-CoT) reasoning. At the generative level, we introduce the Aligned Decoupled Diffusion Transformer (ADDT) as a powerful generative world model that synthesizes physically-plausible joint multi-agent trajectories. Through scene representation alignment, ADDT reduces the number of denoising steps required and thus significantly accelerates inference. To facilitate strategic reasoning, we further construct a large-scale dataset featuring 85k Game-CoT annotations. Extensive experiments on the NAVSIM benchmark demonstrate that WCog-VLA achieves a State-Of-The-Art (SOTA) PDMS score of 92.9.

End-to-end models that map multimodal inputs directly to future trajectories/maneuvers have emerged as an increasingly prominent research paradigm in autonomous driving. This class of models includes both Vision-Language-Action models and trajectory-generative planners. Unlike classic machine learning applications, autonomous vehicles operate in safety-critical and interaction-intensive environments where traditional open-loop imitation of expert demonstrations is not sufficient to ensure reliability. In particular, small execution errors can accumulate over time, while recovery behaviors are scarce in training data. In addition, long-horizon objectives such as safety and driving comfort are not captured by pointwise labels either. These limitations have motivated a shift toward post-training techniques, which further refine driving policies beyond pure imitation. This survey presents a unified view of post-training for autonomous driving by defining its scope and organizing the existing literature into four major families based on the form of supervision they use. For each family, we discuss its capabilities, limitations, and open challenges. We aim to facilitate a systematic understanding of this emerging area and stimulate future research on reliable and efficient post-training for autonomous driving.A collection of related papers is available at https://github.com/RYNing/Awesome-Post-Training-In-Autonomous-Driving-Papers.

The increasing adoption of end-to-end learning for autonomous driving introduces increased model complexity and opacity, raising the risk of learning undesired or erroneous behavior. In this work, we integrate unsupervised dictionary learning as a post hoc interpretability module within state-of-the-art driving models to decompose driving behavior into semantically meaningful concepts while demonstrating their causal influence on the model's driving decisions. We propose a stepwise framework for extracting and interpreting meaningful concepts from the end-to-end model and connecting them to the multifaceted model outputs, thereby revealing the underlying decision-making logic for the prediction of future trajectories. Furthermore, targeted interventions at the concept level allow us to manipulate and correct driving decisions, resulting in measurable improvements in overall driving performance. We thus demonstrate how interpretability can effectively be used to reduce model opacity, uncover erroneous behavior, and enable targeted mitigation, ultimately boosting model performance.

World Action Models (WAMs) have shown strong potential for improving action generalization in autonomous driving by using future video prediction as dense supervision for scene dynamics and temporal causality. However, it remains unclear which architecture better transfers video-modeling benefits to trajectory generation. Existing cascaded or dual-DiT designs separate video imagination from action prediction, weakening the transfer of video-learned world dynamics to the trajectory branch: the action model may still overfit dataset-specific driving priors, while the video model only indirectly regularizes planning. We propose UNIVERSE, a unified video-action model built upon a single mask-modulated Diffusion Transformer. By co-training future video latents and ego-trajectory tokens within shared generative parameters, UNIVERSE allows dense video supervision to directly shape trajectory denoising, leading to stronger cross-domain action generalization. To ensure causal validity and efficient deployment, we introduce a Modality-Decoupling Visibility Mask, which shares historical context across modalities while blocking mutual attention between future video and trajectory tokens. This prevents future-target leakage and enables trajectory-only inference by removing future-video denoising at test time, achieving a $4.3\times$ speedup over joint video-action rollout while maintaining comparable planning accuracy. The same model also supports video-only and joint video-action rollouts. Experiments show that UNIVERSE achieves 91.0 PDMS on NAVSIM (vs. 89.6 for the Two-DiT variant), and demonstrates strong zero-shot transfer to nuScenes and Bench2Drive without fine-tuning, while ablations confirm the importance of single-DiT unification, video co-training, and mask-based modality decoupling.

Safe operation of autonomous vehicles in dense urban traffic depends on perception and planning that remain reliable when onboard sensing is degraded. In real driving conditions, camera observations are frequently corrupted by occlusion, motion blur, illumination change, and sensor noise, and when such degraded observations are aggregated indiscriminately over time, trajectory planning becomes unstable and collision risk rises for both the ego vehicle and surrounding road users. Recent Bird's-Eye-View (BEV) approaches unify perception and planning through a shared spatial representation, but most fuse temporal information across frames without assessing the reliability of the underlying observations. We present a Reliable Context-Aware and Temporal Planning framework for Autonomous Driving (RCT-AD) that explicitly models feature quality and temporal consistency to support safer, more consistent planning. A Reliable Context Awareness module scores per-frame reliability and selectively retains trustworthy features through a quality-gated First-In-Last-Out (FILO) memory mechanism, reconstructing degraded observations from reliable historical context so that corrupted inputs do not destabilize the scene representation. A Temporal Trajectory Planner captures long-term dependencies and multi-agent interactions to produce smoother, safety-aware trajectories, while a joint detection-and-segmentation head injects semantic and motion cues into the shared BEV space to strengthen scene understanding. Experiments on the nuScenes autonomous driving benchmark show that RCT-AD improves perception accuracy, motion prediction, and planning robustness over recent end-to-end baselines, achieving 61.5 nuScenes Detection Score, 52.9 mean Average Precision, and 52.3 mean Intersection over Union, while maintaining competitive computational efficiency suitable for real-time deployment.

Vision-Language-Action Models (VLAs), which leverage the advanced reasoning capabilities of Vision-Language Models (VLMs), show promising generalization in complex autonomous driving scenarios. Existing VLAs typically predict and optimize 3D trajectories from 2D images. While intuitive, this 2D-to-3D prediction is inherently entangled with camera parameters, leading to limited data scalability across heterogeneous driving datasets. Moreover, directly optimizing in 3D space induces severe convergence to trivial solutions, where VLAs rely on ego-status rather than visual scene understanding. To address these issues, we propose PixelPilot, a novel VLA featuring a decoupled planning and lifting paradigm. In the planning phase, PixelPilot reformulates scene understanding and trajectory prediction as sensor-agnostic 2D-to-2D tasks in the image plane, thereby facilitating scalable training across diverse datasets. The planned 2D trajectories are then deterministically lifted to 3D only during inference, ensuring the full exploitation of visual cues and generalization across different vehicles. To realize this paradigm, we propose a knowledge-instilled policy learning strategy that applies dense, intermediate rewards via Group Relative Policy Optimization (GRPO) to enforce a rigorous causal chain from visual perception to spatial planning. Extensive experiments demonstrate that PixelPilot achieves state-of-the-art performance in both open-loop and closed-loop settings, validating its superior scalability and visual reasoning capabilities.

End-to-end autonomous driving (E2E-AD) aims to directly map raw sensor information to driving actions. Recently, with the rapid advancement of multi-modal large language models (MLLMs), researchers have proposed the paradigm of Vision-Language-Action (VLA) models for E2E-AD, where it seeks to integrate visual perception, language understanding and action prediction within a single policy. However, existing VLA-based policies largely adopts imitation learning, where it only learns to drive by optimizing distance-based metrics w.r.t. logged expert trajectories. Such distribution shift between open-loop training and closed-loop inference leads to suboptimal performance in closed-loop planning. To close this gap, we present CLEAR, a system that enables closed-loop training using Reinforcement Learning (RL) at scale for E2E-AD. We propose to learn a novel residual waypoint policy around the waypoint prior from pretrained VLA policies, effectively harnessing the knowledge within. On another front, one of the key challenges to scale up RL for vision-based policies is the number of parallel simulation environments since RL is data hungry. To that end, we design a heterogeneous pipeline that places the simulator and the VLA learner on distinct compute groups, which allows us to dramatically increase the number of simulation environments running in parallel while avoiding resource contention and maintaining training stability. We show that with a simple reward, CLEAR significantly outperforms previous methods and sets new state-of-the-art performance on the challenging benchmarks of CARLA longest6 v2 and Bench2Drive.

Vision-Language-Action (VLA) models have emerged as a promising paradigm for end-to-end autonomous driving. However, existing VLAs' training relies heavily on text-centric visual question answering and chain-of-thought reasoning data, which emphasizes linguistic reasoning rather than action-grounded planning. As a result, the learned representations capture semantic knowledge but lack spatial dependencies crucial for reliable trajectory prediction. We propose DriveTeach-VLA, a framework that explicitly teaches VLAs what to see and where to look. Driving-aware Vision Distillation (DVD) injects driving-specific perceptual priors into the vision encoder, while 2D Trajectory-Guided Prompts (2D-TGP) provide spatial conditioning aligned with feasible driving trajectories. Together, they form a vision-guided learning pipeline: what to see (DVD pretraining) - where to look (TGP-guided SFT) - how to act (TGP-guided GRPO). DriveTeach-VLA achieves the state-of-the-art performance on NAVSIM and nuScenes. Our code is available at: https://github.com/ShivaTeam/DriveTeach-VLA.

Most end-to-end autonomous driving methods rely solely on instantaneous sensor observations, limiting them to reactive behavior without the anticipatory foresight human drivers employ through prior experience. We introduce geospatial visual priors, street-level visual context anchored to the intended driving route, providing visual-spatial foresight independent of real-time sensors. We propose a memory augmentation module featuring a dual-memory architecture and an adaptive memory gate, which can be easily integrated into existing end-to-end approaches. This design pairs a contextual memory for retrieved priors with a persistent fallback memory, and dynamically regulates the influence of memories based on current state compatibility. Evaluated on the NAVSIM-v2 benchmark, our approach consistently improves performance across diverse end-to-end baselines. Furthermore, because these priors are independent of onboard sensors, our method inherently improves robustness against sensor corruption, while the dual-memory design ensures safe fallback when the retrieved priors themselves become unreliable. Our project page is available at https://ori-mrg.github.io/PriorEye.

Generative models have recently seen rapid adoption in End-to-End (E2E) autonomous driving (AD), with diffusion-based denoising and vocabulary-based retrieval becoming the dominant trajectory-decoding paradigms. Despite their architectural diversity, current generative AD planners share a common inference pattern: a fixed set of candidate trajectories (anchors, vocabulary entries, or proposal queries) is scored by one or more learned heads conditioned on the Bird's-Eye-View (BEV) features, and the highest-scored candidate is returned as the final trajectory. Under this design, the scoring head is the only barrier between perception and the motion command, and its decision margins between competing candidates are often small. We introduce \textsc{Derail}, an adversarial framework that exploits this scoring-head attack surface. Evaluated on various generative planners, \textsc{Derail} flips the trajectory selection from a safe to an unsafe candidate, with score drops of $39$--$80\%$ and collision rates of up to $50\%$, consistently outperforming generic loss-maximization and feature-divergence attacks. Our analysis suggests that safety-violating objectives govern attack effectiveness against generative AD planners, and that the scoring-head inference pattern itself is a recurring attack surface worth explicit defensive consideration.

Autonomous driving systems are steadily moving toward end-to-end paradigms to mitigate the limited adaptability of rule-based pipelines in complex traffic environments. However, most existing learning-based methods still make decisions from static representations of the current scene, without explicit future rollouts or modeling of the temporal causal dynamics in traffic interactions. This limitation often results in unstable or overly conservative planning under high-uncertainty conditions, such as occlusions and unexpected events. To overcome these challenges, we introduce OWMDrive, a generative end-to-end driving framework built upon an Occupancy World Model for multi-step 3D occupancy forecasting, which serves as a conditional prior to guide diffusion-based planning. Conditioned on both current observations and predicted future states, the planner iteratively refines trajectory candidates to generate a reinforced driving trajectory. By explicitly modeling scene evolution over future horizons, OWMDrive captures key spatiotemporal causal dependencies, which leads to more foresighted and robust trajectory generation. Extensive experiments demonstrate that OWMDrive significantly improves planning reliability and safety, especially in challenging and partially observable driving scenarios.