Do the main claims made in the abstract and introduction accurately reflect the paper's If you ran experiments (e.g. for benchmarks)... (a) Did you include the code, data, and instructions needed to reproduce the main experimental results (either in the supplemental material or as a URL)? [Y es] (b) Did you specify all the training details (e.g., data splits, hyperparameters, how they Did you report error bars (e.g., with respect to the random seed after running experiments multiple times)? Did you include the total amount of compute and the type of resources used (e.g., type Did you include any new assets either in the supplemental material or as a URL? [Y es] Did you discuss whether and how consent was obtained from people whose data you're If you used crowdsourcing or conducted research with human subjects... (a) E5-2698 v4 @ 2.20GHz) and each experiment is run for 5 seeds. 's if there are too few. A.4 Features The features of the ego object are: - The speed of the object. Road object features are: - The speed of the object.

-- Tracking the motion of humans or objects in a robot's surroundings is essential to improve safe robot motions and reactions. In this work, we present an approach for scene flow estimation from low-density and noisy point clouds acquired from miniaturised Time-of-Flight (T oF) sensors distributed across the robot's body. The proposed method clusters points from consecutive frames and applies the Iterative Closest Point (ICP) algorithm to estimate a dense motion flow, with additional steps introduced to mitigate the impact of sensor noise and low-density data points. Specifically, we employ a fitness-based classification to distinguish between stationary and moving points and an inlier removal strategy to refine geometric correspondences. The proposed approach is validated in an experimental setup where 24 T oF are used to estimate the velocity of an object moving at different controlled speeds. Experimental results show that the method consistently approximates the direction of the motion and its magnitude with an error which is in line with sensor noise. Robots operating in cluttered or shared environments must be aware of their surroundings to plan safe motions effectively. Tracking the motion of nearby humans and obstacles is crucial for detecting and reacting to potential collisions, as well as improving human-robot collaboration [1]-[4].

We propose PhysicsFC, a method for controlling physically simulated football player characters to perform a variety of football skills--such as dribbling, trapping, moving, and kicking--based on user input, while seamlessly transitioning between these skills. Our skill-specific policies, which generate latent variables for each football skill, are trained using an existing physics-based motion embedding model that serves as a foundation for reproducing football motions. Key features include a tailored reward design for the Dribble policy, a two-phase reward structure combined with projectile dynamics-based initialization for the Trap policy, and a Data-Embedded Goal-Conditioned Latent Guidance (DEGCL) method for the Move policy. Using the trained skill policies, the proposed football player finite state machine (PhysicsFC FSM) allows users to interactively control the character. To ensure smooth and agile transitions between skill policies, as defined in the FSM, we introduce the Skill Transition-Based Initialization (STI), which is applied during the training of each skill policy. We develop several interactive scenarios to showcase PhysicsFC's effectiveness, including competitive trapping and dribbling, give-and-go plays, and 11v11 football games, where multiple PhysicsFC agents produce natural and controllable physics-based football player behaviors. Quantitative evaluations further validate the performance of individual skill policies and the transitions between them, using the presented metrics and experimental designs.

Integrating large language models (LLMs) into autonomous driving has attracted significant attention with the hope of improving generalization and explainability. However, existing methods often focus on either driving or vision-language understanding but achieving both high driving performance and extensive language understanding remains challenging. In addition, the dominant approach to tackle vision-language understanding is using visual question answering. However, for autonomous driving, this is only useful if it is aligned with the action space. Otherwise, the model's answers could be inconsistent with its behavior. Therefore, we propose a model that can handle three different tasks: (1) closed-loop driving, (2) vision-language understanding, and (3) language-action alignment. Our model SimLingo is based on a vision language model (VLM) and works using only camera, excluding expensive sensors like LiDAR. SimLingo obtains state-of-the-art performance on the widely used CARLA simulator on the Bench2Drive benchmark and is the winning entry at the CARLA challenge 2024. Additionally, we achieve strong results in a wide variety of language-related tasks while maintaining high driving performance.

Simulating realistic driving behavior is crucial for developing and testing autonomous systems in complex traffic environments. Equally important is the ability to control the behavior of simulated agents to tailor scenarios to specific research needs and safety considerations. This paper extends the general-purpose multi-agent driving behavior model ITRA (Scibior et al., 2021), by introducing a method called Control-ITRA to influence agent behavior through waypoint assignment and target speed modulation. By conditioning agents on these two aspects, we provide a mechanism for them to adhere to specific trajectories and indirectly adjust their aggressiveness. We compare different approaches for integrating these conditions during training and demonstrate that our method can generate controllable, infraction-free trajectories while preserving realism in both seen and unseen locations.

Fuel efficiency is a crucial aspect of long-distance cargo transportation by oil-powered trucks that economize on costs and decrease carbon emissions. Current predictive control methods depend on an accurate model of vehicle dynamics and engine, including weight, drag coefficient, and the Brake-specific Fuel Consumption (BSFC) map of the engine. We propose a pure data-driven method, Neural Predictive Control (NPC), which does not use any physical model for the vehicle. After training with over 20,000 km of historical data, the novel proposed NVFormer implicitly models the relationship between vehicle dynamics, road slope, fuel consumption, and control commands using the attention mechanism. Based on the online sampled primitives from the past of the current freight trip and anchor-based future data synthesis, the NVFormer can infer optimal control command for reasonable fuel consumption. The physical model-free NPC outperforms the base PCC method with 2.41% and 3.45% more significant fuel saving in simulation and open-road highway testing, respectively.

End-to-end driving systems have made rapid progress, but have so far not been applied to the challenging new CARLA Leaderboard 2.0. Further, while there is a large body of literature on end-to-end architectures and training strategies, the impact of the training dataset is often overlooked. In this work, we make a first attempt at end-to-end driving for Leaderboard 2.0. Instead of investigating architectures, we systematically analyze the training dataset, leading to new insights: (1) Expert style significantly affects downstream policy performance. (2) In complex data sets, the frames should not be weighted on the basis of simplistic criteria such as class frequencies. (3) Instead, estimating whether a frame changes the target labels compared to previous frames can reduce the size of the dataset without removing important information. By incorporating these findings, our model ranks first and second respectively on the map and sensors tracks of the 2024 CARLA Challenge, and sets a new state-of-the-art on the Bench2Drive test routes. Finally, we uncover a design flaw in the current evaluation metrics and propose a modification for future challenges. Our dataset, code, and pre-trained models are publicly available at https://github.com/autonomousvision/carla_garage.

Virtual models of human gait, or digital twins, offer a promising solution for studying mobility without the need for labor-intensive data collection. However, challenges such as the sim-to-real gap and limited adaptability to diverse walking conditions persist. To address these, we developed and validated a framework to create a skeletal humanoid agent capable of adapting to varying walking speeds while maintaining biomechanically realistic motions. The framework combines a synthetic data generator, which produces biomechanically plausible gait kinematics from open-source biomechanics data, and a training system that uses adversarial imitation learning to train the agent's walking policy. We conducted comprehensive analyses comparing the agent's kinematics, synthetic data, and the original biomechanics dataset. The agent achieved a root mean square error of 5.24 +- 0.09 degrees at varying speeds compared to ground-truth kinematics data, demonstrating its adaptability. This work represents a significant step toward developing a digital twin of human locomotion, with potential applications in biomechanics research, exoskeleton design, and rehabilitation.

In-hand manipulation with multi-fingered hands is a challenging problem that recently became feasible with the advent of deep reinforcement learning methods. While most contributions to the task brought improvements in robustness and generalization, this paper addresses the critical performance measure of the speed at which an in-hand manipulation can be performed. We present reinforcement learning policies that can perform in-hand reorientation significantly faster than previous approaches for the complex setting of goal-conditioned reorientation in SO(3) with permanent force closure and tactile feedback only (i.e., using the hand's torque and position sensors). Moreover, we show how policies can be trained to be speed-adjustable, allowing for setting the average orientation speed of the manipulated object during deployment. To this end, we present suitable and minimalistic reinforcement learning objectives for time-optimal and speed-adjustable in-hand manipulation, as well as an analysis based on extensive experiments in simulation. We also demonstrate the zero-shot transfer of the learned policies to the real DLR-Hand II with a wide range of target speeds and the fastest dextrous in-hand manipulation without visual inputs.

Over the last decade, there has been increasing interest in autonomous driving systems. Reinforcement Learning (RL) shows great promise for training autonomous driving controllers, being able to directly optimize a combination of criteria such as efficiency comfort, and stability. However, RL- based controllers typically offer no safety guarantees, making their readiness for real deployment questionable. In this paper, we propose SECRM-2D (the Safe, Efficient and Comfortable RL- based driving Model with Lane-Changing), an RL autonomous driving controller (both longitudinal and lateral) that balances optimization of efficiency and comfort and follows a fixed route, while being subject to hard analytic safety constraints. The aforementioned safety constraints are derived from the criterion that the follower vehicle must have sufficient headway to be able to avoid a crash if the leader vehicle brakes suddenly. We evaluate SECRM-2D against several learning and non-learning baselines in simulated test scenarios, including freeway driving, exiting, merging, and emergency braking. Our results confirm that representative previously-published RL AV controllers may crash in both training and testing, even if they are optimizing a safety objective. By contrast, our controller SECRM-2D is successful in avoiding crashes during both training and testing, improves over the baselines in measures of efficiency and comfort, and is more faithful in following the prescribed route. In addition, we achieve a good theoretical understanding of the longitudinal steady-state of a collection of SECRM-2D vehicles.