Fig 1.
Phase division of an isolated signalized intersection.
Fig 2.
Integrated communication topology of the global equilibrium objective and signal phases.
Table 1.
Symbols.
Fig 3.
Procedure of the resilient CDL-DMFAC Algorithm against DoS attacks.
Fig 4.
Road network representations of the study area.
Table 2.
Key parameters of the CDL-DMFAC-based adaptive traffic signal control algorithm.
Fig 5.
Comparison of the proposed method and baseline approaches in average queue length at intersections under Scenario 1 across different traffic demand levels.
A: Low demand. B: Medium demand. C: High demand.
Table 3.
Comparison of average queue lengths (vehicles) under different traffic demands under Scenario 1.
Table 4.
Comparison of average waiting times (s/veh) under different traffic demands under Scenario 1.
Fig 6.
Control input (green signal duration) trajectories of Intersection 5 under high traffic demand in Scenario 1.
Fig 7.
Comparison of the proposed method and baseline approaches in average queue length at intersections under Scenario 2 across different traffic demand levels.
A: Low demand. B: Medium demand. C: High demand.
Table 5.
Comparison of average queue lengths (vehicles) under different traffic demands under Scenario 2.
Table 6.
Comparison of average waiting times (s/veh) under different traffic demands under Scenario 2.
Fig 8.
Control input (green signal duration) trajectories of Intersection 5 under high traffic demand in Scenario 2.
Fig 9.
Comparison of the proposed method and baseline approaches in average queue length at intersections under Scenario 3 across different traffic demand levels.
A: Low demand. B: Medium demand. C: High demand.
Table 7.
Comparison of average queue lengths (vehicles) under different traffic demands under Scenario 3.
Table 8.
Comparison of average waiting times (s/veh) under different traffic demands under Scenario 3.
Fig 10.
Control input (green signal duration) trajectories of Intersection 5 under high traffic demand in Scenario 3.