End-to-End Autonomous Driving

Latency-accuracy tradeoffs are fundamental in real-time applications of deep neural networks (DNNs) for cyber-physical systems. In autonomous driving, in particular, safety depends on both prediction quality and the end-to-end delay from sensing to actuation. We observe that (1) when latency is accounted for, the latency-optimal network configuration varies with scene context and compute availability; and (2) a single fixed-resolution model becomes suboptimal as conditions change. We present a multi-resolution, end-to-end deep neural network for the CARLA urban driving challenge using monocular camera input. Our approach employs a convolutional neural network (CNN) that supports multiple input resolutions through per-resolution batch normalization, enabling runtime selection of an ideal input scale under a latency budget, as well as resolution retargeting, which allows multi-resolution training without access to the original training dataset. We implement and evaluate our multi-resolution end-to-end CNN in CARLA to explore the latency-safety frontier. Results show consistent improvements in per-route safety metrics - lane invasions, red-light infractions, and collisions - relative to fixed-resolution baselines.

Pretrained foundation models have become an important basis for end-to-end autonomous driving. In contrast to vision-language models pretrained primarily on static image-text pairs, video generative models capture temporal dynamics and motion priors that are naturally suited for driving. We present DriveWAM, a driving world-action model that adapts a pretrained video diffusion transformer into an autoregressive video-action policy. DriveWAM organizes video and action streams into a unified temporal token sequence and trains them under a joint flow-matching objective, preserving the pretrained video-generation architecture while adapting its large-scale video priors to action generation. To incorporate high-level scene understanding, we introduce scene-evolving driving guidance, where a frozen VLM produces chunk-specific semantic intent to guide video-action generation. To keep long-horizon rollout bounded, we further introduce selective KV memory, which maintains bounded modality-aware video and action memory pools through relevance-redundancy cache selection at inference time. Experiments on NAVSIM and the PhysicalAI-Autonomous-Vehicles benchmark show that DriveWAM achieves strong planning performance, and a data-scaling study from 4k to 100k driving clips further confirms the scaling potential of world-action modeling for end-to-end autonomous driving.

Autonomous parking demands precise low-speed maneuvering within narrow, cluttered, and highly constrained environments, where vehicles must navigate tight spaces while avoiding static obstacles and complex geometric boundaries. Unlike imitation learning, which typically requires massive volumes of high-quality expert demonstrations to converge to a stable policy and often suffers from limited generalization to unseen scenarios, traditional reinforcement learning (RL) methods face persistent challenges including excessive training overhead, inefficient exploration, and even failure to learn viable parking strategies in challenging settings. To address these limitations, this paper presents a correction-in-the-loop sample-efficient reinforcement learning (CIL-SERL) framework for end-to-end autonomous parking, which is entirely trained in a photorealistic 3D Gaussian Splatting (3DGS) parking simulator that enables high-fidelity digital reconstruction of real-world scenes. Inspired by error-correction notebooks used in learning practice, we design a novel multi-level replay buffer mechanism. These buffers hierarchically organize and store standard RL rollouts, human corrective interventions, failed exploration trajectories, and rollback-based correction segments in separate yet interconnected memory regions, facilitating structured sampling and targeted learning during training. The proposed framework is systematically evaluated in both the 3DGS simulation environment and a physical vehicle platform. Extensive experimental results demonstrate that our method achieves substantial improvements in parking success rate, operational efficiency, and safety performance across diverse scenarios, validating the effectiveness and practical applicability of the proposed CIL-SERL-based end-to-end autonomous parking solution.

Natural-language instructions promise controllable end-to-end driving, but their benefit can be hidden when planners already receive reliable high-level commands. We propose NudgeVAD, a frozen-planner residual framework that uses language as a calibrated nudge to a VAD trajectory. With identity-initialized FiLM and a zero-initialized residual head, NudgeVAD is equivalent to the frozen planner at initialization, so learned deviations arise only from language-conditioned residuals. We evaluate NudgeVAD along a command-reliability axis. With reliable commands, language improves the initial planner but becomes nearly redundant once compared against VAD-FT (UNCOND), a compute-matched VAD model fine-tuned without language. With random commands, however, language becomes essential: detaching text degrades ADE6s to 3.166 m, while NudgeVAD with text recovers 2.806 m and outperforms VAD-FT (UNCOND) by 0.312 m. These results show that language is not universally additive; it is most valuable when the categorical command channel is unreliable.

Recently, world models have made significant progress in enhancing end-to-end driving systems through both future situation forecasting and improved scene understanding. However, existing driving world models are typically built upon dense scene representations, causing high computational costs and redundant information. In this paper, we present SparseWorld, a lightweight world model that focuses on predicting only the critical layout of the scene, enabling efficient future forecasting for end-to-end driving systems. SparseWorld first performs autoregressive rollout to forecast future map elements and surrounding agents, enabling the model to learn how driving scenarios evolve over time. It then leverages these predicted futures to refine downstream motion prediction and trajectory planning. Specifically, we propose a Sparse Dreamer that anticipates future instances in the latent space through joint temporal and spatial attention. By interacting with predicted future instances, the motion planner captures more accurate motion patterns and generates more informed and safety-aware trajectories. Extensive experiments demonstrate that SparseWorld significantly reduces collision risk and achieves state-of-the-art performance on the open-loop planning metrics of the nuScenes dataset with a collision rate of 0.05%. Moreover, it substantially outperforms the baseline method in closed-loop planning metrics on the Bench2Drive benchmark. Supplementary material is available at the project page: https://wryzju.github.io/SparseWorld/.

Current end-to-end autonomous driving systems are fundamentally limited by a mismatch between temporal causal reasoning and global trajectory consistency. Autoregressive (AR) models capture interaction-aware temporal dependencies via causal factorization, but their step-wise decoding leads to error accumulation and suboptimal global structure. In contrast, diffusion models optimize trajectories globally but lack explicit causal constraints, making them unreliable in interactive and safety-critical scenarios. This dichotomy reveals a deeper issue: existing methods treat causal modeling and global optimization as separate paradigms, without a principled way to unify them within a single trajectory distribution. To address this, we propose ChainFlow-VLA, which unifies causal generation and global refinement within a unified probabilistic framework. We formulate planning as a mixture over AR-induced modes and learn Vision-Language Model (VLM)-conditioned residual distributions over these modes. An autoregressive generator (Chain) produces a discrete set of causal trajectory modes, followed by a diffusion-based refiner (Flow) that leverages VLM hidden states as semantic priors to perform mode-conditioned correction in residual space while preserving causal structure. This straightforward conditioning seamlessly injects high-level scene understanding into fine-grained trajectory adjustments. Experiments demonstrate that ChainFlow-VLA achieves robust planning in ambiguous and long-tail scenarios, achieving a state-of-the-art score of 94.85 on the NAVSIM v1 leaderboard, matching human-level performance (94.8). Code will be available at https://github.com/AFARI-Research/ChainFlow-VLA.

End-to-end autonomous driving via Vision-Language-Action (VLA) models demands a precarious balance between high-fidelity trajectory planning and efficient inference. Existing paradigms typically fall short: autoregressive (AR) VLAs are memory-bandwidth-bound on edge hardware and prone to exposure-bias drift, while full-sequence diffusion models preclude KV-cache reuse and suffer from "logical leakage" that violates the fundamental perceive-then-plan causality. We present Fast-dDrive, a block-diffusion VLA that performs bidirectional refinement within semantic units while enforcing strict causal ordering across them. Leveraging the observation that driving VLAs often emit structured JSON-like outputs, Fast-dDrive freezes structural tokens into a section scaffold and employs a section-aware training recipe that prioritizes safety-critical planning. We further introduce Scaffold Speculative Decoding to achieve AR-equivalent quality at significantly higher throughput. Finally, we propose a low-overhead test-time scaling scheme: by forking $N$ stochastic trajectory rollouts from a single shared-prefix KV cache and averaging them, we effectively suppress prediction variance at a fractional computational cost. Empirical results demonstrate that Fast-dDrive redefines the speed-accuracy frontier for driving agents. On the WOD-E2E test set, Fast-dDrive achieves SOTA ADE@3s and ADE@5s, alongside the highest RFS among diffusion-based VLAs; on nuScenes, it reduces average L2 error to $0.32$m (a $22\%$ improvement). When integrated with SGLang, our framework delivers $12\times$ throughput speedup over the AR baseline, narrowing the gap between high-capacity VLAs and the efficiency demands of real-time on-vehicle deployment.

Data scaling is fundamental to modern deep learning, and grows increasingly critical as autonomous driving shifts to end-to-end learning. Real-world driving data is expensive to annotate and scene-biased, making real-synthetic co-training with near-infinite synthetic data a promising direction. However, naively incorporating all available synthetic data is inefficient and leads to distribution shifts, and optimizing data mixture under practical training budgets remains a critical yet under-explored problem. In this sense, we claim that the mixture of training data requires clear guidance in terms of scene types and quantities. Particularly in this work, we conceptualize the data mixture approximately as a dynamic optimization process that iteratively adjusts the training data mixture to maximize model performance, guided by closed-loop evaluation feedback, and propose AutoScale, a fully automated closed-loop data engine unifying scene representation, data mixture optimization and retrieval, as well as model training and evaluation. Specifically, we propose Graph Regularized AutoEncoder (Graph-RAE) for driving scene representations, introduce Cluster-aware Gradient Ascent (Cluster-GA) for cluster-wise importance estimation and reweighting, and perform cluster-guided vector retrieval to select high-value samples. Experiments on NavSim demonstrate that AutoScale outperforms vanilla co-training and cross-domain baselines, achieving better performance with fewer synthetic samples under constrained budgets.

Current end-to-end autonomous driving models are fundamentally constrained by the behavioral cloning ceiling of imitation learning. While reinforcement learning offers a path to smarter autonomy, it demands two missing pieces of infrastructure: (1) a cognitive foundation that understands traffic semantics and driving intent, and (2) a foresighted physical environment that can anticipate the consequences of candidate actions. To this end, we propose CoPhy, a CognitivePhysical reinforcement learning framework for autonomous driving. To distill to think, we distill VLM knowledge into the BEV encoder and then discard the VLM entirely, retaining cognitive ability at zero inference cost while releasing the cognitive channel as a pluggable interface for optional human language commands. To foresee to act, we build an auto-regressive BEV world model that explicitly predicts future semantic maps conditioned on candidate actions, serving as an interpretable physical sandbox from which safety metrics are directly derived. Built upon this dual infrastructure, we optimize the driving policy via GRPO with a novel dual-reward mechanism: a physical reward derived from BEV rollouts enforces hard safety constraints, while a cognitive reward from a language-aligned scorer ensures intent compliance. Extensive experiments demonstrate that CoPhy not only achieves state-of-the-art results on NAVSIM v1 and v2 benchmarks, but also enables safer driving via cognitively informed scene compliance and flexible intent control through user-defined language instructions.

Existing imitation learning methods for end-to-end autonomous driving predominantly learn from successful demonstrations by minimizing geometric deviations from expert trajectories. This paradigm implicitly assumes that spatial proximity implies behavioral safety, leading to a critical objective mismatch: trajectories with nearly identical imitation losses may exhibit drastically different safety outcomes, where one remains recoverable while the other results in collision. To address this limitation, we propose BeyondDrive, a failure-aware imitation learning framework that jointly learns from successful and failed driving behaviors. First, we introduce a flow matching-based negative trajectory generator that synthesizes safety-critical yet expert-proximate trajectories, enabling explicit modeling of safety asymmetry. Second, we develop a diversity-aware sampling strategy that mitigates mode collapse and improves coverage of diverse failure modes during negative trajectory generation. Third, we propose a Repulsive Distance Loss that simultaneously attracts predictions toward expert demonstrations while repelling them from hard negative trajectories, thereby establishing discriminative safety boundaries in trajectory space. Applied to the uni-modal baseline Latent TransFuser, BeyondDrive achieves 89.7 PDMS on the NAVSIMv1 closed-loop benchmark, outperforming prior state-of-the-art methods. Moreover, BeyondDrive generalizes effectively across different autonomous driving architectures, including multi-modal planners, and further demonstrates strong zero-shot transferability on the HUGSIM benchmark.

End-to-end autonomous driving has emerged as a compelling alternative to traditional modular pipelines by directly mapping raw sensor data to driving actions. While recent approaches achieve strong performance on single-domain datasets, their performance degrades significantly when trained jointly across multiple heterogeneous domains. In practice, however, autonomous systems must operate across diverse environments with heterogeneous distributions, including different cities, sensor configurations, and traffic patterns, without domain-specific retraining. This gap highlights a key challenge in multi-domain learning: domain-specific variations across heterogeneous domains introduce conflicting learning signals, driving models toward compromised solutions that are suboptimal across domains. To address this, we propose a trajectory-driven learning paradigm that organizes training around planning trajectories, enabling the model to capture domain-invariant representations of driving intent. Furthermore, we incorporate a world model that predicts future latent features conditioned on ego actions, improving feature consistency and mitigating domain-induced biases. We evaluate our approach on three benchmarks, nuScenes, NAVSIM, and the Waymo end-to-end dataset, and show substantial improvements over existing methods across all domains. Our results demonstrate that a single unified model can be trained on heterogeneous datasets while maintaining strong performance within each domain, highlighting a step toward scalable real-world deployment. We will make our code publicly available.

End-to-end autonomous driving systems excel in common scenarios but struggle with safety-critical long-tail cases. Vision-Language-Action (VLA) models are promising due to their strong reasoning capabilities. However, most VLA-based approaches rely on positive expert demonstrations, rarely exploiting negative samples, leading to insufficient understanding of risky behaviors and safety boundaries. To address this limitation, we propose SafeAlign-VLA, a unified negative-enhanced safe alignment framework that incorporates negative data into supervised learning and reinforcement learning. First, we develop a counterfactual safety pairing paradigm to generate structured safety labels and counterfactual positive trajectories from risky scenarios via counterfactual reasoning. Then, a two-stage training strategy is adopted: negative-enhanced supervised fine-tuning for failure feedback and trajectory correction, followed by anchor-based group relative policy optimization that uses positive and negative trajectories as contrastive anchors to steer sampling and penalize high-risk behaviors via group-relative advantages. Experiments on NAVSIM and DeepAccident validate the proposed framework. SafeAlign-VLA achieves 89.1 PDMS on the NAVSIM v1 testset, improving over the baseline without negative data by 1.3%. On DeepAccident, it reduces the collision rate to 3.36%, while achieving 84.2% language accuracy and 85.8% risk prediction accuracy. These results demonstrate the effectiveness of the proposed negative-enhanced safe alignment framework for safe and robust autonomous driving.

Robustness is a critical requirement for deploying autonomous driving systems in the real world. Existing robustness benchmarks for autonomous driving have made important progress in studying the effects of image-level corruptions, such as adverse weather or camera degradation, on perception modules and open-loop planning outputs. However, deployment can also involve system-level imperfections, such as inference latency and ego-state estimation errors, which remain less studied in closed-loop E2E-AD evaluation. These imperfections can accumulate through the feedback loop and destabilize control. In this work, we present Bench2Drive-Robust, to our knowledge the first device-centric robustness benchmark for closed-loop end-to-end autonomous driving under realistic deployment perturbations. We systematically evaluate deployment-oriented perturbations arising from three major sources: camera-stream failures (frame drop, partial observation), ego-state estimation errors (GPS noise, and speed or odometry errors), and compute-induced control delay (model inference delay). We evaluate representative end-to-end driving methods and analyze their robustness under different perturbation severities. Our results show that these deployment-related perturbations can substantially degrade closed-loop driving performance, revealing robustness challenges that are not fully captured by conventional image-level corruption evaluations. By establishing a closed-loop evaluation protocol and demonstrating the substantial impact of these deployment-oriented perturbations, Bench2Drive-Robust defines practical robustness problems for end-to-end autonomous driving and encourages further research on deployment-aware robust driving systems.

End-to-end autonomous driving systems powered by Vision-Language-Action (VLA) models achieve strong performance on common driving scenarios, yet remain brittle in rare but safety-critical long-tail situations such as active construction zones and complex yielding geometries. In this paper, we present a method that addresses the long-tail challenging scenes beyond data scaling and model training. We introduce CLAP (Contrastive Latent-space Prompt optimization), a location-aware adaptation framework that augments a frozen VLA driving model with per-roadblock soft prompts, optimized from crowdsourced data and retrieved on demand via Vehicle-to-Everything (V2X) communication. Our approach rests on two observations from VLAs' latent space: (i) at the VLA's hidden-state layer, scenarios from the same roadblock cluster tightly and occupy compact regions of the latent space; and (ii) within a single roadblock, long-tail and normal frames are heavily intermixed in the latent representation, making it difficult to improve one without disturbing the other. CLAP addresses this via a two-stage pipeline: supervised contrastive learning to discover a roadblock-specific hard-scene direction, followed by directionally regularized prompt optimization that selectively improves challenging frames while preserving normal frame performance. On the NAVSIM benchmark with various state-of-the-art VLA backbones, CLAP reduces challenging scenario planning error by 24% with no regression on normal frames, significantly improving planning performance.

End-to-End (E2E) autonomous driving models have shown growing capability in recent years, with performance improving on increasingly challenging benchmarks. However, modern generative E2E planners still suffer from a substantial number of catastrophic failures in safety-critical scenarios. We find that many such failures arise from violations of physical constraints and safety requirements, leading to unsafe behavior. Motivated by this finding, in this paper, we focus on improving safety outcomes in generative end-to-end driving with a targeted reduction of catastrophic planning failures, instead of enhancing average planning quality. Towards this end, we propose DriveSafer, a failure-aware safety framework for end-to-end planners. DriveSafer explicitly steers generative planners towards safe behaviors leveraging both training-time safety constraints and inference-time safety guidance. Compared to the state-of-the-art DiffusionDrive model, on the NAVSIM benchmark, DriveSafer reduces the number of catastrophic failures (PDMS=0) by 48%, with over 65% reduction in drivable-area compliance failures.

End-to-end autonomous driving planners are commonly trained by imitating a single logged trajectory, yet evaluated by rule-based planning metrics that measure safety, feasibility, progress, and comfort. This creates a training--evaluation mismatch: trajectories close to the logged path may violate planning rules, while alternatives farther from the demonstration can remain valid and high-scoring. The mismatch is especially limiting for proposal-selection planners, whose performance depends on candidate-set coverage and scorer ranking quality. We propose CLOVER, a Closed-LOop Value Estimation and Ranking framework for end-to-end autonomous driving planning. CLOVER follows a lightweight generator--scorer formulation: a generator produces diverse candidate trajectories, and a scorer predicts planning-metric sub-scores to rank them at inference time. To expand proposal support beyond single-trajectory imitation, CLOVER constructs evaluator-filtered pseudo-expert trajectories and trains the generator with set-level coverage supervision. It then performs conservative closed-loop self-distillation: the scorer is fitted to true evaluator sub-scores on generated proposals, while the generator is refined toward teacher-selected top-$k$ and vector-Pareto targets with stability regularization. We analyze when an imperfect scorer can improve the generator, showing that scorer-mediated refinement is reliable when scorer-selected targets are enriched under the true evaluator and updates remain conservative. On NAVSIM, CLOVER achieves 94.5 PDMS and 90.4 EPDMS, establishing a new state of the art. On the more challenging NavHard split, it obtains 48.3 EPDMS, matching the strongest reported result. On supplementary nuScenes open-loop evaluation, CLOVER achieves the lowest L2 error and collision rate among compared methods. Code data will be released at https://github.com/WilliamXuanYu/CLOVER.

We present a flow-matching planner for autonomous driving that directly outputs actionable control trajectories defined by acceleration and curvature profiles. The model is conditioned on a bird's-eye-view (BEV) raster of the surrounding scene and generates control sequences in a small number of Ordinary Differential Equations (ODE) integration steps, enabling low-latency inference suitable for real-time closed-loop re-planning. We train exclusively on urban scenarios (real urban city streets, intersections and roundabouts of the city of Parma, Italy) collected from a 2D traffic simulator with reactive agents, and evaluate in closed-loop on both in-distribution and markedly out-of-distribution environments, including multi-lane highways and unseen urban scenarios. Our results show that the model generalizes reliably to these unseen conditions, maintaining stable closed-loop control and successfully completing scenarios that differ substantially from the training distribution. We attribute this to the BEV representation, which provides a geometry-centric view of the scene that is inherently less sensitive to distributional shifts, and to the flow-matching formulation, which learns a smooth vector field that degrades gracefully under distribution shift. We provide video demonstrations of closed-loop behavior at https://marcelloceresini.github.io/DirectControlFlowMatching.

Vision-language-action (VLA) models are effective as end-to-end motion planners, but can be brittle when evaluated in closed-loop settings due to being trained under traditional imitation learning framework. Existing closed-loop supervision approaches lack scalability and fail to completely model a reactive environment. We propose MAPLE, a novel framework for reactive, multi-agent rollout of a dynamic driving scenario in the latent space of the VLA model. The ego vehicle and nearby traffic agents are independently controlled over multi-step horizons, while being reactive to other agents in the scene, enabling closed-loop training. MAPLE consists of two training stages: (1) supervised fine-tuning on the latent rollouts based on ground-truth trajectories, followed by (2) reinforcement learning with global and agent -specific rewards that encourage safety, progress, and interaction realism. We further propose diversity rewards that encourage the model to generate planning behaviors that may not be present in logged driving data. Notably, our closed-loop training framework is scalable and does not require external simulators, which can be computationally expensive to run and have limited visual fidelity to the real-world. MAPLE achieves state-of-the-art driving performance on Bench2Drive and demonstrates scalable, closed-loop multi-agent play for robust E2E autonomous driving systems.

End-to-end autonomous driving, which bypasses traditional modular pipelines by directly predicting future trajectories from sensor inputs, has recently achieved substantial progress. However, existing methods often overlook the causal inter-dependencies in ego-vehicle planning, ignoring the reciprocal relations between the ego vehicle and surrounding agents. This causal oversight leads to inconsistent and unreliable trajectory predictions, especially in interaction-critical scenarios where ego decisions and neighboring agent behaviors must be reasoned about jointly. To address this limitation, we propose CaAD, a Causality-aware end-to-end Autonomous Driving framework that captures these dependencies within a shared latent scene representation. First, we propose an ego-centric joint-causal modeling module that builds on the marginal prediction branch, and learns causal dependencies between the ego vehicle and interaction-relevant agents. Second, we employ a causality-aware policy alignment stage implemented with joint-mode embeddings to align the stochastic ego policy with planning-oriented closed-loop feedback computed from surrounding traffic and map context. On the Bench2Drive and NAVSIM benchmarks, CaAD demonstrates strong closed-loop planning performance, achieving a Driving Score of 87.53 and Success Rate of 71.81 on Bench2Drive, and a PDMS of 91.1 on NAVSIM. The project page is available at https://moonseokha.github.io/CaAD/.

Autonomous driving has progressed from modular pipelines toward end-to-end unification, and Vision-Language-Action (VLA) models are a natural extension of this journey beyond Vision-to-Action (VA). In practice, driving VLAs have often trailed VA on planning quality, suggesting that the difficulty is not simply model scale but the interface through which semantic reasoning, temporal context, and continuous control are combined. We argue that this gap reflects how VLA has been built -- as isolated subtask improvements that fail to compose coherent driving capabilities -- rather than what VLA is. We present MindVLA-U1, the first unified streaming VLA architecture for autonomous driving. A unified VLM backbone produces AR language tokens (optional) and flow-matching continuous action trajectories in a single forward pass over one shared representation, preserving the natural output form of each modality. A full streaming design processes the driving video framewise rather than as fixed video-action chunks under costly temporal VLM modeling. Planned trajectories evolve smoothly across frames while a learned streaming memory channel carries temporal context and updates. The unified architecture enables fast/slow systems on dense & sparse MoT backbones via flexible self-attention context management, and exposes a measurable language-control path for action: language-predicted driving intents steers the action diffusion via classifier-free guidance (CFG), turning language-side intent into control signals for continuous action planning. On the long-tail WOD-E2E benchmark, MindVLA-U1 surpasses experienced human drivers for the first time (8.20 RFS vs. 8.13 GT RFS) with 2 diffusion steps, achieves state-of-the-art planning ADEs over prior VA/VLA by large margins, and matches VA latency (16 FPS vs. RAP's 18 FPS at 1B scale) while preserving natural language interfaces for human-vehicle interaction.

We formalize action emergence as a target capability for end-to-end autonomous driving: the ability to generate physically feasible, semantically appropriate, and safety-compliant actions in arbitrary, long-tail traffic scenes through scene-conditioned reasoning rather than retrieval or interpolation of learned scene-action mappings. We show that previous paradigms cannot deliver action emergence: autoregressive trajectory decoders collapse the inherently multimodal future into a single averaged output, while diffusion and flow-matching generators express multimodality but are not steerable by reasoned intent. We propose Streaming Intent as a concrete way to approach action emergence: a mechanism that makes driving intent (i) semantically streamed through a continuous chain-of-thought that causally derives the intent from scene understanding, and (ii) temporally streamed across clips so that intent commitments remain coherent along the driving horizon. We realize Streaming Intent in a VLA model we call SI (Streaming Intent). SI autoregressively decodes a four-step chain-of-thought and emits an intent token; the decoded intent then drives classifier-free guidance (CFG) on a flow-matching action head, requiring only two denoising steps to generate the final trajectory. On the Waymo End-to-End benchmark, SI achieves competitive aggregate performance, with an RFS score of 7.96 on the validation set and 7.74 on the test set. Beyond aggregate metrics, the model demonstrates -- to our knowledge for the first time in a fully end-to-end VLA -- intent-faithful controllability: for a fixed scene, varying the intent class at inference yields qualitatively distinct yet consistently high-quality plans, arising purely from data-driven learning without any pre-built trajectory bank or hand-coded post-hoc selector.

End-to-end autonomous driving systems are increasingly integrating Vision-Language Model (VLM) architectures, incorporating text reasoning or visual reasoning to enhance the robustness and accuracy of driving decisions. However, the reasoning mechanisms employed in most methods are direct adaptations from general domains, lacking in-depth exploration tailored to autonomous driving scenarios, particularly within visual reasoning modules. In this paper, we propose a driving world model that performs parallel prediction of latent semantic features for consecutive future frames in the bird's-eye-view (BEV) space, thereby enabling long-horizon modeling of future world states. We also introduce an efficient and adaptive text reasoning mechanism that utilizes additional social knowledge and reasoning capabilities to further improve driving performance in challenging long-tail scenarios. We present a novel, efficient, and effective approach that achieves state-of-the-art (SOTA) results on the closed-loop Bench2drive benchmark. Codes are available at: https://github.com/hotdogcheesewhite/DeepSight.

End to end (E2E) autonomous driving trajectory prediction is often trained with camera frames sampled at the highest available temporal frequency, assuming that denser sampling improves performance. We question this assumption by treating temporal sampling frequency as an explicit training set design variable. Starting from high frequency E2E driving datasets, we construct frequency sweep training sets by temporally subsampling camera frames along each trajectory. For each model dataset pair, we train and evaluate the same model under a fixed protocol, so the frequency response reflects how prediction performance changes with sampling frequency. We analyze this response from a capacity aware perspective. Sparse sampling may miss driving relevant cues, while dense sampling may add redundant visual content and off manifold noise. For finite capacity models, this can create a driving irrelevant capacity burden. We evaluate three smaller E2E models and a larger VLA style AutoVLA model on Waymo, nuScenes, and PAVE. Results show model and dataset dependent frequency responses. Smaller E2E models often show non monotonic or near plateau trends and achieve their best 3 second ADE at lower or intermediate frequencies. In contrast, AutoVLA achieves its best 3 second ADE and FDE at the highest evaluated frequency on all three datasets. Iteration matched controls suggest that the advantage of lower or intermediate frequencies for smaller models is not explained only by unequal training update counts. These findings show that temporal sampling frequency should be reported and tuned, rather than fixed to the highest available value.

End-to-end autonomous driving has witnessed rapid progress, yet existing benchmarks are increasingly saturated, with state-of-the-art models achieving near-perfect scores on widely used open-loop and closed-loop benchmarks. This saturation does not mean that the problem has been solved; instead, it reveals that current benchmarks remain limited in scenario diversity, object variety, and the breadth of driving capabilities they evaluate. In particular, they lack sufficient long-tail scenarios involving rare but safety-critical objects and fail to assess advanced decision-making such as legal compliance, ethical reasoning, and emergency response. To address these gaps, we propose HiDrive, a new closed-loop benchmark for end-to-end autonomous driving that emphasizes long-tail scenarios and a richer evaluation of driving capabilities. HiDrive introduces a diverse set of rare objects and uncommon traffic situations, and expands evaluation from basic driving skills to more advanced capabilities, including rule compliance, moral reasoning, and context-dependent emergency maneuvers. Correspondingly, we extend previous collision-avoidance-centered metrics into a comprehensive evaluation system that encompasses collision and braking, traffic-rule compliance, and moral-reasoning indicators. Built on a more advanced physics engine, HiDrive provides physically realistic lighting and high-fidelity visual rendering, offering a more challenging and realistic testbed for assessing whether autonomous driving systems can handle the complexity of real-world deployment. The HiDrive software, source code, digital assets, and documentation are available at https://github.com/VDIGPKU/HiDrive.

Reasoning-based end-to-end (E2E) autonomous driving has recently emerged as a promising approach to improving the interpretability of driving decisions as it can generate human-readable reasoning together with predicted trajectories. Such approaches commonly generate multiple trajectories to capture diverse future behaviors, and they fall into two categories: (1) multi-reasoning, where one reasoning sequence is generated per trajectory, and (2) single-reasoning, where a single reasoning is shared across all trajectories. The former offers richer diversity at the cost of redundant computation, while the latter is more efficient but is often assumed to sacrifice diversity. Alpamayo 1, a representative system, adopts the multi-reasoning approach and achieves competitive trajectory prediction performance. However, the efficiency of this design remains largely unexplored, making it a well-motivated subject for investigation. In this paper, we systematically analyze and improve Alpamayo 1 in two ways. First, we reduce inference latency while preserving trajectory diversity by redesigning Alpamayo 1 into a single-reasoning system. Through extensive experiments, we find that replacing multi-reasoning with single-reasoning does not meaningfully degrade trajectory diversity. Second, we accelerate diffusion-based action generation by eliminating inter-block overhead arising from unnecessary copy operations and inefficient kernel execution. Through closed-loop and open-loop experiments, we validate both optimizations, demonstrating a 69.23% reduction in inference latency while maintaining trajectory diversity and prediction quality. These results highlight the importance of jointly analyzing system architecture and runtime execution to improve the efficiency of reasoning-based E2E AD systems.

End-to-end autonomous driving requires models to understand traffic scenes, infer driving intent, and generate executable motion plans. Recent vision-language-action (VLA) models inherit semantic priors from large-scale vision-language pretraining, yet still face a coupling trade-off: fully shared backbones preserve multimodal interaction but may entangle language reasoning and trajectory prediction, whereas decou pled reasoning-action pipelines reduce task conflict but weaken semantic-motion coupling. We propose VECTOR-DRIVE, a tightly coupled VLA framework built on Qwen2.5-VL-3B. VECTOR-DRIVE keeps all tokens coupled through shared self attention and routes feed-forward computation according to token semantics. Vision and language tokens are processed by a Vision-Language Expert to preserve semantic priors, while target-point, ego-state, and noisy action tokens are routed to a Trajectory Expert for motion-specific computation. On the action-token pathway, a flow-matching planner refines noisy action tokens into future waypoints and speed profiles. This design couples semantic reasoning and motion planning within a single multimodal Transformer while separating task-specific FFN computation. On Bench2Drive, VECTOR-DRIVE achieves 88.91 Driving Score and outperforms representative end-to end and VLA-based baselines. Qualitative results and ablations further validate the benefits of shared attention, semantic-aware expert routing, progressive training, and flow-based action de coding.

In recent years, autonomous parking has made significant advances, yet parking tasks still face challenges in extreme scenarios such as mechanical and dead-end parking slots, often resulting in failures. This is mainly due to traditional parking methods adopting a multistage approach, lacking the ability to optimize the parking problem as a whole. End-to-end methods enable joint optimization across perception and planning modules to eliminate the accumulation of errors, enhancing algorithm performance in extreme scenarios. Although several end-to-end parking methods use imitation or reinforcement learning, the former is limited by data cost and distribution coverage, while the latter suffers from inefficient exploration. To address these challenges, we propose a Reinforcement learning End-to-end Autonomous Parking method (REAP). REAP employs Soft Actor-Critic (SAC) within an asymmetric reinforcement learning framework to improve training efficiency and inference performance. To accelerate model convergence, we distill the capabilities of a rule-based planner into the end-to-end network through behavior cloning. We further introduce a soft predictive collision penalty mechanism to reduce collision rates by penalizing obstacle-approaching actions. To ensure that the trained reinforcement learning network can directly transfer to real-world scenarios, we have established a Real2Sim2Real simulator. In the Real2Sim step, we use 3D Gaussian Splatting (3DGS) to transform real-world scenes into digital scenes. In the Sim2Real step, we deploy the end-to-end model onto the vehicle to bridge the Sim2Real gap. Trained in the 3DGS simulator and deployed on physical vehicles, REAP successfully parks in various types of parking spaces, especially demonstrating the feasibility of end-to-end RL parking in extremely narrow mechanical slots.

Current end-to-end autonomous driving planners are fundamentally reactive: they condition on historical and present observations to predict future actions. We argue that autonomous agents should instead imagine future scenes before deciding, just as human drivers mentally simulate what will happen next" before acting. We introduce ForeSight, a foundation world model centric planning framework that reframes autonomous driving as anticipatory decision-making. Rather than treating world models as auxiliary components, ForeSight makes future scene imagination the primary driver of action prediction. Our approach operates in two stages: (1) generating plausible future visual worlds via a pretrained world model, and (2) planning actions conditioned on these imagined futures. This paradigm shift from what should I do now?" to ``what will happen, and how should I respond?" enables genuinely anticipatory rather than reactive planning. By grounding decisions in anticipated contexts rather than present observations alone, ForeSight navigates dynamic, interactive scenarios more effectively. Extensive experiments on NAVSIM and nuScenes demonstrate that explicit future imagination significantly outperforms previous state-of-the-art alternatives, validating our foresight-driven approach.

End-to-end autonomous driving models generate future trajectories from multi-view inputs, improving system integration but introducing opaque decisions and hard-to-localize risks. Existing methods either rely on auxiliary monitoring models or generate textual explanations, but are decoupled from the planning process and fail to reveal the visual evidence underlying trajectory generation. While attribution offers a direct alternative, planning differs from image classification by taking six-view camera images as input and predicting continuous multi-step trajectories, requiring attribution to capture both critical views and regions and their influence on outputs. Moreover, whether attribution maps can support risk identification remains underexplored. To address this, we propose a hierarchical attribution framework for end-to-end planning. Specifically, using L2 consistency with the original trajectory as the objective, we design a coarse-to-fine region attribution strategy that searches candidate regions across the full six-view input and refines attribution within them. We further extract three attribution statistics as predictive signals for planning risk, including attribution entropy to measure how concentrated the planner's reliance is over the joint visual space, within-camera spatial variance to characterize how spread out the attribution is within each view, and cross-camera Gini coefficient to quantify how unevenly attribution is distributed across the six cameras. Experiments on BridgeAD, UniAD, and GenAD show that these statistics correlate with planning risk, achieving Spearman correlations of $0.30 \pm 0.07$ with trajectory error and AUROC of $0.77 \pm 0.04$ for collision detection. The signal generalizes to held-out scenes with negligible degradation and remains stable under an alternative attribution baseline.

Autonomous driving systems rely heavily on robust sensor fusion to perceive complex envi- ronments. Traditional setups using RGB cameras and LiDAR often struggle in high-dynamic- range scenes or high-speed scenarios due to motion blur and latency. Dynamic Vision Sensors (DVS), or event cameras, offer a paradigm shift by capturing asynchronous brightness changes with microsecond temporal resolution and high dynamic range. In this paper, we propose an extended architecture of the state-of-the-art InterFuser model, integrating DVS as an additional modality to enhance perception reliability. We introduce a novel token-based fusion strategy that incorporates accumulated event frames into the transformer-based backbone of InterFuser. Our method leverages the complementary nature of RGB, LiDAR, and DVS data. We evaluate our approach on the Car Learning to Act (CARLA) Leaderboard benchmarks, demonstrating that the inclusion of DVS improves the robustness of the driving agent, achieving a competitive Driving Score of 77.2 and a superior Route Completion of 100%. The results indicate that event-based vision is a promising direction for improving safety and performance in adverse lighting and dynamic conditions.