Impact of Sensing Range on Real-Time Adaptive Control of Signalized Intersections Using Vehicle Trajectory Information

TL;DR

This study investigates how the sensing range of vehicle data impacts the effectiveness of two advanced adaptive traffic signal control algorithms, showing that increased sensing range generally improves traffic flow and reduces delays.

Contribution

It introduces and evaluates the impact of sensing range on two novel adaptive signal control algorithms, SOA and PAA, through simulation across different traffic scenarios.

Findings

Both algorithms improve with increased sensing range.

SOA converges at 1000 ft, PAA at 1500 ft in symmetric scenarios.

Algorithms outperform conventional control at sensing ranges above 660 ft.

Abstract

Advanced signal control algorithms are anticipated with the increasing availability of vehicle speed and position data from vehicle-to-infrastructure communication and from sensors. This study examines the impact of the sensing range, meaning the distance from the intersection that such data can be obtained, on the quality of the signal control. Two advanced signal control methods, a Self-Organizing Algorithm (SOA) and Phase Allocation Algorithm (PAA), were implemented in simulation and tested to understand the impact of sensing ranges. SOA is based on fully-actuated control with an added secondary extension for vehicle platoons along the arterial. PAA uses dynamic programming to optimize phase sequences and phase duration within a planning horizon. Three different traffic scenarios were developed: symmetric, asymmetric, and balanced. In general, both algorithms exhibited improvements in performance as the sensing range was increased. Under the symmetric volume scenario, SOA converged at 1000 ft and PAA converged at 1500 ft (with vehicles traveling at 45mph). Under the asymmetrical and balanced volume scenarios, both algorithms outperformed conventional methods. Both algorithms performed better than coordinated-actuated control if the sensing range is 660 ft or higher. For low sensing ranges, SOA experiences similar delay compared to fully-actuated control with advance detector and PAA experienced more delay than coordinated-actuated control in symmetric and asymmetric scenario but performed better for asymmetric scenario. The results suggest that for the SOA algorithm, the sensing range may constrain the maximum allowable secondary extension, hence as the sensing range increases, the vehicular delay would decrease for arterial movements and increase for non-arterial movements. For PAA, arterial and non-arterial delay decreases with increase in sensing range until it converges.