A PRISMA-Guided Critical Review of CNN, Transformer, and Hybrid Object Detection Architectures for Autonomous Driving
This PRISMA-guided critical review of 142 studies on CNN, Transformer, and hybrid object detection architectures for autonomous driving identifies significant gaps in real-world deployment evidence and introduces the AVOD-DRF framework to enable reproducible, evidence-based selection of detectors based on operational readiness rather than benchmark performance alone.
Original paper licensed under CC BY 4.0 (https://creativecommons.org/licenses/by/4.0/). This is an AI-generated explanation of the paper below. It is not written or endorsed by the authors. For technical accuracy, refer to the original paper. Read full disclaimer
Every time a self-driving car moves down a road, it relies on a digital eye to see the world. This eye must spot cars, people, cyclists, and traffic signs, and it must do so instantly, even when rain blurs the windshield or the sun dips below the horizon. If this system misses a pedestrian standing at the edge of a crosswalk, the result is not just a missed point on a scorecard; it is a potential collision. For years, engineers have built these vision systems using two main types of digital brains. One type, known as convolutional networks, is excellent at spotting local details like the shape of a tire or the curve of a fender. The other type, called transformers, is better at understanding the big picture, such as how a group of cars is moving together or how a distant sign relates to the road layout. Both have their strengths, but for a car to drive itself safely, it needs a system that is not only accurate in a lab but also fast enough to run on a small computer inside the vehicle and tough enough to handle bad weather.
A team of researchers set out to find out which of these systems is truly ready for the road. They did not build a new car or write a new code; instead, they acted as auditors of the entire field. They gathered 142 different studies published between 2015 and 2026, looking for proof that these systems could actually work in the real world. What they found was a landscape full of promising numbers that often did not tell the whole story. Many studies claimed their systems were "real-time" or "robust," but when the researchers looked closer, they saw that these claims were often based on tests run on powerful, room-sized computers in data centers, not on the small chips inside a car. Some studies tested only on sunny days, ignoring the rain and fog that cause real accidents. Others measured speed without counting the time it took to prepare the image or process the final result. The researchers discovered that the field is full of comparisons that cannot be trusted, like comparing the speed of a race car on a track to the speed of a truck in a city, without ever checking if the truck can actually drive on that track.
To make sense of this confusion, the team created a new way to judge these systems, which they call a deployment-readiness framework. Instead of just looking at a single score for accuracy, they broke the evaluation down into eleven different areas. They asked: Does the system work on the specific computer hardware the car will use? Does it handle small objects, like a child running from behind a parked car? Can it see through heavy rain or in the dark? Does it know when it is confused? The researchers found that the answers were often missing. Only 13 percent of the studies they reviewed actually tested their systems on automotive or edge hardware. Just 19 percent checked how the system performed in bad weather, and a mere 15 percent tested if the system could work in a city it had never seen before. The most common type of system, the one-stage convolutional network, remains the most reliable for speed and running on car computers, but it struggles with complex scenes and unknown objects. The newer transformer-based systems are better at understanding crowded scenes and hidden objects, but there is very little proof that they can run fast enough on a car's computer without overheating or draining the battery.
The study concludes that no single family of systems is the perfect solution for every situation. The best choice depends entirely on where the car will drive and what it needs to see. For a highway where the road is clear and the objects are predictable, the older, faster systems are still the most practical choice. For a dense city with many pedestrians and complex traffic, the newer, smarter systems might be necessary, but only if engineers can solve the problem of making them fast enough to run on a car. The researchers argue that the future of self-driving cars does not depend on finding a slightly more accurate algorithm in a lab. It depends on changing how scientists report their results. They need to stop hiding behind perfect scores on sunny days and start proving that their systems work in the rain, on the specific hardware they will use, and in cities they have never visited. Until the field adopts these stricter standards, the promise of fully autonomous driving will remain just out of reach, held back not by a lack of intelligence, but by a lack of honest evidence.
Drowning in papers in your field?
Get daily digests of the most novel papers matching your research keywords — with technical summaries, in your language.