No abstract

No abstract

Learning human driving behaviors is an efficient approach for self-driving vehicles. Traditional Imitation Learning (IL) methods assume that the expert demonstrations follow Markov Decision Processes (MDPs). However, in reality, this assumption does not always hold true. Spurious correlation may exist through the paths of historical variables because of the existence of unobserved confounders. Accounting for the latent causal relationships from unobserved variables to outcomes, this paper proposes Sequential Causal Imitation Learning (SeqCIL) for imitating driver behaviors. We develop a sequential causal template that generalizes the default MDP settings to one with Unobserved Confounders (MDPUC-HD). Then we develop a sufficient graphical criterion to determine when ignoring causality leads to poor performances in MDPUC-HD. Through the framework of Adversarial Imitation Learning, we develop a procedure to imitate the expert policy by blocking π-backdoor paths at each time step. Our methods are evaluated on a synthetic dataset and a real-world highway driving dataset, both demonstrating that the proposed procedure significantly outperforms non-causal imitation learning methods.

This paper develops a reinforcement learning (RL) scheme for adaptive traffic signal control (ATSC), called "CVLight", that leverages data collected only from connected vehicles (CV). Seven types of RL models are proposed within this scheme that contain various state and reward representations, including incorporation of CV delay and green light duration into state and the usage of CV delay as reward. To further incorporate information of both CV and non-CV into CVLight, an algorithm based on actorcritic, A2C-Full, is proposed where both CV and non-CV information is used to train the critic network, while only CV information is used to update the policy network and execute optimal signal timing. These models are compared at an isolated intersection under various CV market penetration rates. A full model with the best performance (i.e., minimum average travel delay per vehicle) is then selected and applied to compare with state-of-the-art benchmarks under different levels of traffic demands, turning proportions, and dynamic traffic demands, respectively. Two case studies are performed on an isolated intersection and a corridor with three consecutive intersections located in Manhattan, New York, to further demonstrate the effectiveness of the proposed algorithm under real-world scenarios. Compared to other baseline models that use all vehicle information, the trained CVLight agent can efficiently control multiple intersections solely based on CV data and can achieve a similar or even greater performance when the CV penetration rate is no less than 20%.