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Book Title Innovative Techniques and Applications of Modelling, Identification and Control
Series Title
Chapter Title NSQGA-Based Optimization of Traffic Signal in Isolated Intersection with Multiple Objectives
Copyright Year 2018
Copyright HolderName Springer Nature Singapore Pte Ltd.
Corresponding Author Family Name Qiao
Particle
Given Name Feng
Prefix
Suffix
Role
Division Faculty of Information and Control Engineering
Organization Shenyang JianZhu University
Address 9 Hunnan East Road, Hunnan District, Shenyang, 110168, Liaoning, China
Email fengqiao@sjzu.edu.cn
Author Family Name Sun
Particle
Given Name Haochen
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Division Faculty of Information and Control Engineering
Organization Shenyang JianZhu University
Address 9 Hunnan East Road, Hunnan District, Shenyang, 110168, Liaoning, China
Email
Author Family Name Wang
Particle
Given Name Zhaoyan
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Suffix
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Division Faculty of Information and Control Engineering
Organization Shenyang JianZhu University
Address 9 Hunnan East Road, Hunnan District, Shenyang, 110168, Liaoning, China
Email
Author Family Name Tobi
Particle
Given Name Fashakin Alexander
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Suffix
 Role
Division Faculty of Information and Control Engineering
Organization Shenyang JianZhu University
Address 9 Hunnan East Road, Hunnan District, Shenyang, 110168, Liaoning, China
Email

Abstract In this chapter, a novel multi-objective optimization algorithm is investigated to deal with the issue of
signal timing in an isolated traffic intersection aiming at releasing traffic congestion, reducing travel delay,
maximizing the traffic flow, and minimizing pollution. The throughput maximum, stop times, and delay
time of motorized traffic and non-motorized traffic are selected as the objectives of the optimization
problem, and quantum computing is integrated with the genetic algorithm to obtain optimized traffic signal
timing plan to upgrade the performance of intersection with faster convergence and higher accuracy. A
numerical simulation study is conducted on MATLAB in this research work as a case study with a Non-
dominated Sorting Quantum Genetic Algorithm (NSQGA), and the simulation results show that the
proposed NSQGA algorithm performed superior to the conventional NSGA-II algorithm in effectively
coordinating the traffic signal timing plan for an isolated intersection to improve the traffic capacity,
efficiency, and safety of traffic system.
Keywords Signal timing - Quantum computing - Genetic algorithm - Multi-objective optimization - Traffic
(separated by '-') intersection
 Layout: T1 Standard STIX Book ID: 453405_1_En Book ISBN: 978-981-10-7211-6
Chapter No.: 18 Date: 15-2-2018 Time: 10:11 am Page: 1/15
Author Proof

1 NSQGA-Based Optimization of Traffic

2 Signal in Isolated Intersection

F
3 with Multiple Objectives

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4 Feng Qiao, Haochen Sun, Zhaoyan Wang
5 and Fashakin Alexander Tobi

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6 Abstract In this chapter, a novel multi-objective optimization algorithm is
7 investigated to deal with the issue of signal timing in an isolated traffic intersection
8 aiming at releasing traffic congestion, reducing travel delay, maximizing the traffic
9 flow, and minimizing pollution. The throughput maximum, stop times, and delay
10 time of motorized traffic and non-motorized traffic are selected as the objectives of
11 the optimization problem, and quantum computing is integrated with the genetic
12

13
D
algorithm to obtain optimized traffic signal timing plan to upgrade the performance
of intersection with faster convergence and higher accuracy. A numerical simula-
TE
14 tion study is conducted on MATLAB in this research work as a case study with a
15 Non-dominated Sorting Quantum Genetic Algorithm (NSQGA), and the simulation
16 results show that the proposed NSQGA algorithm performed superior to the con-
17 ventional NSGA-II algorithm in effectively coordinating the traffic signal timing
18 plan for an isolated intersection to improve the traffic capacity, efficiency, and
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19 safety of traffic system.

20 Keywords Signal timing ⋅

Quantum computing ⋅ Genetic algorithm
22
21 Multi-objective optimization ⋅
Traffic intersection
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23 1 Introduction
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24 As the rapid increasing number of vehicles in urban areas, traffic congestion has
25 been one of the most serious problems in many cities around the world in recent AQ1

26 decades; the traditional signal control system is no longer suitable to tackle the
27 conflict between the traffic demand and supply in traffic systems. Intersection as an
important part in urban traffic networks where two or more roads meet or cross
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28

29 plays a significant role in traffic signal control and traffic system management.
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F. Qiao (✉) ⋅ H. Sun ⋅ Z. Wang ⋅ F. A. Tobi

Faculty of Information and Control Engineering, Shenyang JianZhu University,
9 Hunnan East Road, Hunnan District, Shenyang 110168, Liaoning, China
e-mail: fengqiao@sjzu.edu.cn

© Springer Nature Singapore Pte Ltd. 2018 1

Q. Zhu et al. (eds.), Innovative Techniques and Applications of Modelling,
Identification and Control, Lecture Notes in Electrical Engineering 467,
https://doi.org/10.1007/978-981-10-7212-3_18
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2 F. Qiao et al.
Author Proof

30 A proper traffic signal timing plan for an intersection will increase the traffic flow,
31 relieve the traffic jam, reduce travel delay, and minimize pollution. So, it is highly
32 demanded to develop the traffic signal timing plans for intersections with

F
33 Multi-Objective Optimization (MOO) algorithms.
34 For more than half of a century, many scientists and researchers have been

OO
35 devoted to develop and design various advanced strategies and schemes to alleviate
36 traffic congestion in urban areas. The Webster model and ARRB model are often
37 used in low-demand traffic with fixed time control [1, 2], but these researches
38 mainly focus on the single-objective optimization. With the traffic system being
39 more complex, these methods cannot solve the problems in traffic systems well. In
40 the past decade, a number of Multi-Objective Evolutionary Algorithms (MOEAs)

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41 for Multi-Objective Optimization Problems (MOOPs) were conducted [3–7]. The
42 primary reason for using this kind of methods is that it just needs one single time to
43 find the multiple Pareto-optimal solutions. And the Non-dominated Sorting Genetic
44 Algorithm (NSGA) proposed by Srinivas and Deb [8] was one of the first such
45 MOEAs. In order to upgrade the performance of NSGA, an improved version of
46 NSGA, named as NSGA-II, was proposed by Deb et al. [9]. But there are still some
47

48
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shortcomings for NSGA-II, for example, it does not work well on many-objective
problems [10]. With the further studies of urban traffic system and the development
of MOEAs, in recent years, some dynamic MOO algorithms were proposed to solve
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49

50 the MOOPs in traffic systems by some researchers [11–14]. In these researches, the
51 throughout maximum, average queue ratio minimum, delay time, and stop times are
52 selected as the performance indexes in those models. NSGA-II is usually used to
53 solve the MOOPs. But the models and methods cannot achieve the satisfactory
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54 results in saturation condition or over-saturation condition. To solve this problem,

55 an improved NSGA-II is proposed, in this chapter, integrating quantum computing
56 and self-adaptation to deal with the problem of the MOO of traffic signal timing for
57 an isolated intersection in saturation condition.
58 In this chapter, a novel Non-dominated Sorting Quantum Genetic Algorithm
(NSQGA) is designed, selecting the traffic capacity, stop times, vehicle delay time,
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59

60 and the non-motorized traffic delay time as the performance indexes, subject to the
61 condition of signal cycle, green time, and yellow time. To make the saturated
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62 intersection more efficient, the top-priority optimization goal of this model is to

63 maximize the traffic capacity of intersection, and at the same time, guaranteeing the
64 other performance indexes is not being degraded. A numerical simulation study is
65 carried out on MATLAB to verify the effectiveness of the proposed algorithm, and
66 the comparison is made to show the advantages of the proposed NSQGA over the
conventional NSGA-II in performance.
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67

68 The remaining part of this chapter is organized as follows. In Sect. 2, the MOO
69 model for isolated intersection is proposed. In Sect. 3, an improved algorithm
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70 NSQGA is presented and an example is conducted to show the validity of the

71 proposed algorithm. In Sect. 4, a numerical simulation study is carried out on
72 MATLAB for an isolated intersection, and the simulation results are analyzed. The
73 conclusions are drawn in Sect. 5.
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NSQGA-Based Optimization of Traffic Signal … 3

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74 2 Mathematical Model for Optimization

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75 The mathematical model of signal timing for an isolated two-phase intersection is
76 discussed in this section together with the objectives of the research work.
In order to increase the efficiency of an intersection, four performance indexes

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77

78 are selected in this research work for optimization, including traffic capacity, stop
79 times, vehicle delay time, and non-motorized traffic delay time.
80 The capacity of an isolated intersection (Q) is expressed as follows:
81
n m
g 
i
Q = ∑ ∑ sij , ð1Þ

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i=1 j=1 C
83

84 where n is the number of signal phases; m is the number of lanes; sij is the saturation
85 flow rate of the jth entrance lane of intersection during the ith phase; gi is the
86 effective green light time during the ith phase; and C is the cycle length.
87 The stop times (H) is shown in (2).
88

H=
∑ni= 1 ∑m
D
1 − λi
j = 1 0.9C 1 − yij qi
, ð2Þ
∑ni= 1 qi
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90

91 where λi is the green split, given as λi = gi ̸ C, yij is the vehicle flow ratio of the jth
92 entrance lane of intersection during the ith phase, and qi is the vehicle arrival rate
93 during the ith phase.
The delay time (D), according to the special traffic condition that the
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94

95 non-motorized traffic (NMT) accounts for a considerable proportion in the whole

96 intersection traffic flow, can be dissociated into two parts: the vehicle delay time
97 and the non-motorized traffic (generally taking the bicycle and pedestrian into
98 consideration) delay time, which can be denoted by DV and DNMT , respectively.
99 The vehicle delay time ðDV Þ is given in (3).
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100
 
C ð 1 − λi Þ 2 y2ij
∑ni= 1 ∑m 2ð1 − yij Þ
+ 2λi qij ðλi − yij Þ
qij
OR

j=1
DV = n m , ð3Þ
∑i = 1 ∑j = 1 qij
102

103 where qij is the vehicle arrival rate of the jth entrance lane of intersection during the
104 ith phase. And the non-motorized traffic delay time ðDNMT Þ is formulated in (4).
 
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105

ri C ð1 − λi Þ2
∑ni= 1 ∑m
j=1 2ðri − p̄ij Þ
p̄ij
DNMT = , ð4Þ
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∑i = 1 ∑m
n
j = 1 p̄ij
107

108 where ri is the saturation flow of the intersection pedestrian crossing during the ith
109 phase and p̄ij is the non-motorized traffic arrival rate of the jth entrance lane of
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110 intersection during the ith phase, given as p̄ij = pij + f ⋅ bij (pij : the pedestrian arrival
111 rate, bij being the bicycle arrival rate, and f being the transform coefficient between
112 the bicycle and pedestrian).

F
113 The multiple objectives of the traffic signal timing optimization are expressed in
114 (5).

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115

min½DV ðg1 , g2 , C Þ, DNMT ðg1 , g2 , C Þ, H ðg1 , g2 , CÞ, − Qðg1 , g2 , C Þ ð5Þ

8
117 >
> g1min ≤ g1 ≤ g1max
>
>
>
> g 2min ≤ g2 ≤ g2max
<
g1 ≥ λ1min C

PR
s.t.
>
> g 2 ≥ λ2min C
>
>
>
> C min ≤ C ≤ Cmax
:
g1 + g2 + y 1 + y 2 = C
119

120 where g1min , g2min and g1max , g2max are the minimum and maximum of the green time
121 during phase i (i = 1 or 2), respectively; λ1min , λ2min are the minimum of the green
122

123

124
D
split during each phase, respectively; Cmin , Cmax are the minimum and maximum of
the signal cycle, respectively; and y1 , y2 are yellow time during each phase,
respectively.
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125 3 Multi-objective Optimization Algorithm

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126 The classical MOO methods, over the past decades, always suggest transforming
127 the MOOP to a single-objective optimization problem by giving each objective
128 weight. Using this kind of methods, we can obtain one particular Pareto-optimal
129 solution at a time by adjusting the weight according to the user’s demands and
130 optimization purposes. In order to get more Pareto-optimal solutions, this method
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131 has to be used many times.

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132 3.1 Encoding of Initial Population

133 The encoding of initial population is in the form of qubit (quantum bit), which is a
134 two-state system. It means each bit can be in a superposition of both states at the
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135 same time, expressed by (6).

136

jφ⟩ = αj0⟩βj1⟩, ð6Þ

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138

139 where α, β are two probability amplitudes and can both be complex numbers, and
140 they must be constrained by equation jαj2 + jβj2 = 1; j0⟩ and j1⟩ are two states,
141 called key 0 and key 1, representing the state is spin down and spin up.
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142 The initial population can represent the multistate superposition by applying the
143 qubit encoding, and thus, the better performance of diversity can be guaranteed.
144 The multi-qubit encoding for an m-gene chromosome can be expressed in (7).

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145
 t  t   t  t  t   t   t  t   t 
α11  α12  ⋯  α1k  α21  α22  ⋯  α2k  ⋯  αm1  αm2  ⋯  αmk
qtj = , ð7Þ
βt11  βt12  ⋯  βt1k  βt21  βt22  ⋯  βt2k  ⋯  βtm1  βtm2  ⋯  βtmk

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147

148 where qtj is the chromosome of the jth individual in tth generation; k is the number
149 of qubits in each gene; and m is the number of genes in chromosome.

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150 3.2 Procedure of the Algorithm

151 The procedure of the NSQGA-based optimization algorithm is designed as follows:

152
153 Step 1 Initializing the algorithm parameters and initial population
154

155

156
D
To complete the optimization, some parameters should be initialized, such as the
population size S, crossover function CFcn, initial crossover ratio ICRat, Pareto
fraction PFrac, generations Gen, stall generations StallGen, and function tolerance
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157
158 FcnTol.  
159 To initialize the initial population, all genes αti , βti on all chromosomes are ini-


160
tialized by p1ffiffi2 , p1ffiffi2 , which means all of the possible states can be superposed
161 equiprobably on a chromosome:
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162
 2m
 t 1
ψ qj ⟩ = ∑ pffiffiffim jSk ⟩,
k=1 2
164

165 where Sk is the kth state of the chromosome.

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166 Step 2 Measuring each individual and finding the best individual and its fitness
167
168 value
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169 In this step, each individual in the initial population is measured one time to gain a
170 certain solution set Pðt Þ = pt1 , pt2 , . . . , ptn , where the ptj is the jth solution in the tth
171 generation, videlicet, the measured value of the jth individual. During the mea-
172 surement, a number within [0, 1] is generated randomly, and if it is greater than the
173 square of probability amplitude, the measured value is equal to 1, otherwise 0.
174 Then, evaluating the fitness value of the solution set, the best individual can be
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175 denoted as the target value in the next step—Evolution.

176
177 Step 3 Evolution—selection, crossover, and mutation
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178 According to the measured value, the rank of each individual and the crowding
179 distance between any two individuals can be computed. If the two individuals have
180 different ranks, the individual whose rank is less can be chosen preferentially; if two
181 individuals have the same rank, the individual whose crowding distance is greater
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Author Proof

Table 1 The self-adaptive mutation selection strategy

xi ⋚besti f ð xÞ > f ðbest Þ Δθi sðαi , βi Þ
αi βi > 0 αi β i < 0 αi = 0 βi = 0

F
= False 0 0 0 0 0
= True 0 0 0 0 0

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< False jf ð xÞ − f ðbestÞj ̸ f ðgenÞ + – 0 ±
< True jf ð xÞ − f ðbestÞj ̸ f ðgenÞ – + ± 0
> False jf ð xÞ − f ðbestÞj ̸ f ðgenÞ – + ± 0
> True jf ð xÞ − f ðbestÞj ̸ f ðgenÞ + – 0 ±
= False 0 0 0 0 0

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= True 0 0 0 0 0

182 can be chosen preferentially. Based on the rank and crowding distance, the parent
183 population can be selected. And then among the individuals, the crossover opera-
184 tion can be accomplished by interchanging the individuals’ evolution targets, that
185 is, interchanging the individuals’ optimal solutions and optimal fitness values in
186

187

188
D
current generation provisionally. Thus, for each individual, its evolution direction
will be influenced by others to gain new evolution information. The mutation
operation is improved by introducing the self-adaptive control conception, as
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189
190 shown in Table 1.
191 In Table 1, xi is the ith gene on the chromosome; besti is the ith gene on the best
192 chromosome in the present generation; f ð xÞ is the fitness function; Δθi is the
193
194 evolution magnitude; and sðαi , βi Þ is the evolution direction.
195 By applying the above strategy, the gene will evolve into the best direction with an
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196 adaptive evolution magnitude, that is, with the number of evolution generations
197 increasing and the absolute values of difference decreasing, the evolution magni-
198 tude will be smaller adaptively.
199
200 Step 4 Generating the children
201 With the selection, crossover, and mutation finished, the children can be gained.
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202 Then, combine the parents and children, rank them, compute their crowding dis-
203 tance and trim them to establish a new population as the new parent generation, and
plot the Pareto front of the new generation. Then, determine the evolution times and
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204

205 the fitness tolerance, if the terminating condition is satisfied, go to step 5, if not,
206 back to step 2.
207
208 Step 5 Get the Pareto solution set and analyze the Pareto solutions.
209 The flowchart of the proposed NSQGA is shown in Fig. 1.
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210 3.3 An Example

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211 An example was solved with the proposed NSQGA for a common MOOP to verify
212 its effectiveness.
213 MOOP is an optimization problem that involves multiple objective functions
214 [15]. Mathematically, MOOP can be expressed in (8).
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Begin

Initialize the initial parameters and initial population G 0

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Measure individuals and evaluate their fitness values

Terminating condition is satisfied? Y

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Selection, crossover and mutation Get the Pareto solution set

Combine the parents and children, and generate a new

population gi. Rank the individuals and compute their End
crowding distance.

Trim the new population and get the children Gi+1

D
Measure individuals, and evaluate their fitness values.

i=i+1
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Plot the Pareto Front of Gi+1
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Fig. 1 Flow chart of non-dominated sorting quantum genetic algorithm

minf ð xÞ = minðf1 ð xÞ, f2 ð xÞ, . . . , fm ð xÞÞ

215
ð8Þ
s.t. x ∈ X
217
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218 where f ð xÞ = ðf1 ð xÞ, f2 ð xÞ, . . . , fm ð xÞÞT is the objective function vector (m ≥ 2 is the
219 number of objectives), x = ðx1 , x2 , . . . , xn ÞT is a vector of n decision variables, and
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220 X is the feasible set of n-dimensional decision vector.

221 A simple MOOP is selected to show the validity of the proposed NSQGA, as
222 shown in (9).
223

minf1 ðx1 , x2 Þ = x41 − 10x21 + x1 x2 + x42 − x21 x22

minf2 ðx1 , x2 Þ = x42 − x21 x22 + x41 + x1 x2
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ð9Þ
− 5 ≤ x1 ≤ 5
s.t.
− 5 ≤ x2 ≤ 5
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225

226 This example is simulated on MATLAB R2014a. In simulation process, pop-

227 ulation size S is equal to 200, initial crossover ratio ICRat is equal to 1, Pareto
228 fraction PFrac is equal to 0.3, generations Gen is equal to 200, stall generations
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229 StallGen is equal to 200, and function tolerance FcnTol is equal to 1e-100. The
230 optimization solutions of the NSGA-II and NSQGA are shown in Figs. 2 and 3.
231 Comparing the optimal solutions obtained from NSGA-II and NSQGA, the

F
232 Pareto front from NSQGA is smoother than those from NSGA-II, and the average
233 distance between individuals from NSQGA is more uniform with just nearly 20

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234 generations, while the distance from NSGA-II being uniform needs nearly over 40
235 generations. So, it can be seen that the NSQGA converges faster and can get a
236 better solution than NSGA-II. And the two optimal solutions obtained from
237 NSGA-II and NSQGA are A (1.92, −1.54) and B (1.98, −1.56), respectively, as
238 plotted in Figs. 4 and 5. The contours of f1 are plotted in Fig. 4a, b, and the optimal
239 solutions A and B from NSGA-II and NSQGA are shown in Fig. 4a and Fig. 4b,

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240 respectively. And the contours of f2 are plotted in Fig. 5a, b, and the optimal
241 solutions A and B from NSGA-II and NSQGA are shown in Fig. 5a and Fig. 5b,
242 respectively. It can be seen, from Figs. 4 and 5, that the solution conducted by

Fig. 2 The average distance Average Distance Between Individuals

Avergae Distance

between individuals and the

Pareto front by NSGA-II
4

2
D
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0
20 40 60 80 100 120 140 160 180 200
Generation
Pareto front
40
EC
Objective 2

20

-20
-40 -35 -30 -25 -20 -15 -10 -5
Objective 1
R Avergae Distance

Fig. 3 The average distance Average Distance Between Individuals

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between individuals and the 4

Pareto front by NSQGA
2

0
20 40 60 80 100 120 140 160 180 200
Generation
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Pareto front
50
Objective 2
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-50
-40 -35 -30 -25 -20 -15 -10 -5
Objective 1
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NSQGA-Based Optimization of Traffic Signal … 9

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Fig. 4 The optimal solutions

of f1

F
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PR
D
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EC

243 NSQGA is nearer to the optimal solution than the solution by NSGA-II. It means
244 that solving MOOP by NSQGA can get a better and more satisfactory solution than
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245 by NSGA-II.
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246 4 Numerical Simulation Study for an Isolated Intersection

247 In this section, a numerical simulation study is conducted on MATLAB to verify

248 the effectiveness of the proposed NSQGA to get the desirable solution of signal
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249 timing plan with MOO for an isolated intersection. This supposed intersection has
250 two phases, and each entrance has three lanes—left-turn lane, right-turn lane, and
251 straight lane. The detailed information of traffic flow is shown in Table 2, and the
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252 schematic diagram of the isolated intersection is shown in Fig. 6.

253 The MOO model is established in Sect. 2. In simulation process, population size
254 S is equal to 100, initial crossover ratio ICRat is equal to 1, Pareto fraction PFrac is
255 equal to 0.3, generations Gen is equal to 200, stall generations StallGen is equal to
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Fig. 5 The optimal solutions

of f2

F
OO
PR
D
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Table 2 The detailed information of isolated intersection

Approach Vehicle Pedestrian Bicycle Vehicle Non-motorized Proportion of mixed
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direction flow (V/ flow (P/h) flow (B/ flow flow ratio traffic
h) h) ratio Vehicle Non-motorized
East 1108 167 1277 0.369 0.378 0.51 0.49
West 775 312 847
South 810 179 746 0.27 0.232
North 490 161 396
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256 200, and function tolerance FcnTol is equal to 1e-100. The optimization solutions
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257 of the NSGA-II and NSQGA are shown in Figs. 7 and 8, and Table 3.
258 From Figs. 7 and 8, and Table 3, it is obvious that the Pareto front carried out by
259 NSQGA are smoother than by NSGA-II, which means the optimal solutions
260 obtained from NSQGA are more evenly distributed. According to the simulation
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N 490

F
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161

396
167
1277

PR
1108

775

847

312 D
TE
746
179
EC

810

Fig. 6 The schematic diagram of isolated intersection

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Fig. 7 The average distance Average Distance Between Individuals

Avergae Distance

between individuals and the 100

Pareto front by NSGA-II
OR

50

0
20 40 60 80 100 120 140 160 180 200
Generation
Pareto front
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40
Objective 2

20
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0
20 25 30 35 40
Objective 1
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12 F. Qiao et al.
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Fig. 8 The average distance Average Distance Between Individuals

Avergae Distance
between individuals and the 100
Pareto front by NSQGA

F
50

0
20 40 60 80 100 120 140 160 180 200

OO
Generation
Pareto front
40

Objective 2
20

PR
0
20 25 30 35 40
Objective 1

Table 3 The optimal signal timing compared by NSGA-II and NSQGA

Algorithm C g1 g2 λ1 λ2 DV DNMT H Q
NSGA-II
NSQGA
49
62
22
29
17
23
0.45
0.47
D
0.35
0.37
20
21
12
14
78
96
4772
5032
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261 results, it can be seen that the optimal signal timing plan carried out by NSQGA is
262 better—increasing the intersection capacity more than by NSGA-II without
degrading the other performance indexes.
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263

264 In order to verify that the solution carried out by the proposed NSQGA is better,
265 a method that adjusts the weight of each performance index adaptively according to
266 the signal cycle, intersection saturation, and traffic flow ratio is adopted to establish
267 an evaluation function. The evaluation function is a minimal function, which means
268 the lower the value of function the better the solution. To make the result more
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269 convincing, some other signal timing plans were taken into account and computed.
270 The comparison is shown in Table 4.
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271 In Table 4, the evaluation function is expressed in (10).

Table 4 The comparison of solutions computed by NSQGA

Number C g1 g2 λ1 λ2 DV DNMT H Q Values of function
1 49 22 17 0.45 0.35 20 12 78 4772 −543.0076
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2 53 25 18 0.47 0.34 20 12 83 4868 −547.5961

3 62 29 23 0.47 0.37 21 14 96 5032 −554.9663
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4 81 38 33 0.47 0.41 23 17 116 5221 −551.9211

5 144 69 65 0.47 0.45 34 29 208 5583 −457.5486
6 160 79 71 0.49 0.44 37 31 228 5625 −425.8188
No. 1 is the optimal solution by NSGA-II (in italic)
No. 3 is the optimal solution by NSQGA (in bold and italic)
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NSQGA-Based Optimization of Traffic Signal … 13

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(a) The evaluation value of each solution

0

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-100
evaluation value

-200

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-300

-400

-500

-600

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0 5 10 15 20 25 30
solutions
(b) Stop times and intersection capacity
250 6000
stop times
intersection capacity

intersection capacity
200 5500
stop times

150
D 5000
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100 4500

50 4000
0 5 10 15 20 25 30
solutions
(c)
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Time-related performance indexes

200 cycle
0.5
green during phase 1
green during phase 2
vehicle delay
non-motorized delay
green split
green split
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time/s

100 0.45
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0 0.4
0 5 10 15 20 25 30
solutions
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Fig. 9 The analysis of solutions in Pareto optimal set

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14 F. Qiao et al.
Author Proof

272
 Q 
minF ðC, g1 , g2 Þ = min ∑ wVi DVi + wNMV
i DNMV
i i Hi − wi Qi ,
+ wH ð10Þ
i

F
274

275 where F ðC, g1 , g2 Þ is the evaluation function; wVi , wNMV

i , wH Q
i and wi are weights of

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276 performance indexes DVi , DNMV i , Hi and Qi , respectively; and i is the ith phase.
277 According to the Pareto optimal set carried out by the proposed NSQGA, the
278 values of evaluation function of all solutions in Pareto set are plotted in Fig. 9.
279 By comparing and analyzing all the above, it can be seen that in saturation
280 condition optimizing the signal timing in isolated intersection by NSQGA can
increase more traffic capacity than the one by NSGA-II. And it is clearly recognized

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281

282 that with the signal cycle being longer and the green split getting larger, the traffic
283 capacity in intersection is growing accordingly. In the condition that the cycle is not
284 long enough, increasing the cycle time and green split can exactly conduce to the
285 increasing of traffic capacity. But as the cycle time continues to grow up, the delay
286 time and stop times are growing rapidly, though the traffic capacity in intersection is
increasing. Thus, the overall performance of intersection is degraded. Only
287

288

289
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applying the optimal signal timing plan can make the overall performance of
intersection in an optimal situation, namely that, with getting the optimal traffic
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290 capacity, the other performance indexes are also achieving their optimal situation.

291 5 Conclusions
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292 In consideration of the phenomenon that the urban intersection is always crowded
293 in recent years, at the same time, optimizing the traffic flow by optimizing the signal
294 timing is the best and the top-priority approach, this chapter proposed an NSQGA
295 algorithm to optimize the traffic flow better. Because the selected intersection is in
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296 saturation condition, maximizing the traffic capacity is the most important opti-
297 mization goal. So, the traffic capacity is chosen as the performance indexes of
298 model. As mixed traffic flow is very common in many big cities around the world,
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299 the performance index delay time is divided into two parts: vehicle delay time and
300 non-motorized traffic delay time. The NSQGA algorithm is designed to solve such
301 an MOOP combining quantum computing, self-adaption, and genetic algorithm.
302 The NSQGA algorithm is employed in a numerical simulation study for optimizing
303 a multiple objective problem of an isolated intersection for signal timing plan. The
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304 simulation results show the accuracy and validity of this model and method, which
305 increases the green split and intersection traffic capacity in saturation condition,
306 making the intersection more efficient.
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307 Acknowledgements This research is partially supported by the National Natural Science Foun-
308 dation of China (No. 61703288).
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NSQGA-Based Optimization of Traffic Signal … 15

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309 References

1. F.V. Webster, B.M. Cobbe, Traffic signals. Road Research Technical Paper No. 56, Her

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311 Majesty’s Stationery Office 4(4), 206–207 (1966)

312 2. R. Akçelik, Traffic signals: capacity and timing analysis. Research Report. Publication of

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314 3. E. Zitzler, M. Laumanns, L. Thiele, Spea2: improving the strength Pareto evolutionary
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333 10. H. Ishibuchi, N. Tsukamoto, Y. Hitotsuyanagi et al., Effectiveness of scalability improvement
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336 USA, 2008), pp. 649–656

337 11. C.T. Cao, J.M. Xu, Multi-object traffic signal control method for single intersection. Comput.
338 Eng. Appl. 46(16), 20–22 (2010)
339 12. H. Hu, Y. Gao, X. Yang, Multi-objective optimization method of fixed-time signal control of
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347 15. C.L. Hwang, K.P. Yoon, Multiple attribute decision making. Methods and applications: a
348 state-of-the-art survey (Springer, Berlin Heidelberg, 1981)
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