We present Pylot, a platform for autonomous vehicle (AV) research and development, built with the goal to allow researchers to study the effects of the latency and accuracy of their models and algorithms on the end-to-end driving behavior of an AV. This is achieved through a modular structure enabled by our high-performance dataflow system that represents AV software pipeline components (object detectors, motion planners, etc.) as a dataflow graph of operators which communicate on data streams using timestamped messages. Pylot readily interfaces with popular AV simulators like CARLA, and is easily deployable to real-world vehicles with minimal code changes. To reduce the burden of developing an entire pipeline for evaluating a single component, Pylot provides several state-of-the-art reference implementations for the various components of an AV pipeline. Using these reference implementations, a Pylot-based AV pipeline is able to drive a real vehicle, and attains a high score on the CARLA Autonomous Driving Challenge. We also present several case studies enabled by Pylot, including evidence of a need for context-dependent components, and per-component time allocation. Pylot is open source, with the code available at https://github.com/erdos-project/pylot.

Humans have a remarkable ability to accurately reason about future events, including the behaviors and states of mind of other agents. Consider driving a car through a busy intersection: it is necessary to reason about the physics of the vehicle, the intentions of other drivers, and their beliefs about your own intentions. For example, if you signal a turn, another driver might yield to you; or if you enter the passing lane, another driver might decelerate to give you room to merge in front. Competent drivers must plan how they can safely react to a variety of potential future behaviors of other agents before they make their next move. This requires contingency planning: explicitly planning a set of conditional actions that depend on the stochastic outcome of future events. In this work, we develop a general-purpose contingency planner that is learned end-to-end using high-dimensional scene observations and low-dimensional behavioral observations. We use a conditional autoregressive flow model for contingency planning. We show how this model can tractably learn contingencies from behavioral observations. We developed a closed-loop control benchmark of realistic multi-agent scenarios in a driving simulator (CARLA), on which we compare our method to various noncontingent methods that reason about multi-agent future behavior, and find that our contingency planning method achieves qualitatively and quantitatively superior performance.

Graph neural networks are powerful architectures for structured datasets. However, current methods struggle to represent long-range dependencies. Scaling the depth or width of GNNs is insufficient to broaden receptive fields as larger GNNs encounter optimization instabilities such as vanishing gradients and representation oversmoothing, while pooling-based approaches have yet to become as universally useful as in computer vision. In this work, we propose the use of Transformer-based self-attention to learn long-range pairwise relationships, with a novel “readout” mechanism to obtain a global graph embedding. Inspired by recent computer vision results that find position-invariant attention performant in learning long-range relationships, our method, which we call GraphTrans, applies a permutation-invariant Transformer module after a standard GNN module. This simple architecture leads to state-of-the-art results on several graph classification tasks, outperforming methods that explicitly encode graph structure. Our results suggest that purely-learning-based approaches without graph structure may be suitable for learning high-level, long-range relationships on graphs. Code for GraphTrans is available at https://github.com/ucbrise/graphtrans.

In an age of ever-increasing penetration of Global Positioning System-enabled mobile devices, the potential of real-time “probe” location information for estimating the state of transportation networks is receiving increasing attention. Much work has been done on using probe data to estimate the current speed of vehicle traffic (or, equivalently, trip travel time). While travel times are useful to individual drivers, the state variable for a large class of traffic models and control algorithms is vehicle density. Our goal is to use probe data to supplement traditional fixed-location loop detector data for density estimation. To this end, we derive a method based on Rao-Blackwellized particle filters, a sequential Monte Carlo scheme. We present a simulation where we obtain a 30% reduction in density mean absolute percentage error from fusing loop and probe data versus using loop data alone. We also present results using real data from a 19-mi freeway section in Los Angeles, CA, where we obtain a 31% reduction. In addition, our method's estimate when using only the real-world probe data and no loop data outperformed the estimate produced when only loop data were used (i.e., an 18% reduction). These results demonstrate that probe data can be used for traffic density estimation.