Fig. 1. Schematic diagram for vehicle-pedestrian interaction at a signalized crossing信号交叉口人-车相互作用示意图

Fig. 2. Fundamental diagrams for vehicles under different splits: (a) Flux-density relation (μ = 0.5); (b) speed-density relation (μ = 0.5); (c) flux-density relation (μ = 0.9); (d) speed-density relation (μ = 0.9). 不同绿信比下车辆运动基本图　(a)流量-密度曲线(μ = 0.5); (b)速度-密度曲线(μ = 0.5); (c)流量-密度曲线(μ = 0.9); (d)速度-密度曲线(μ = 0.9)

Fig. 3. Temporal-spatial patterns of vehicles in motion ( ): (a) k = 0.08, μ = 0.5; (b) k = 0.40, μ = 0.5; (c) k = 0.70, μ = 0.5; (d) k = 0.15, μ = 0.9. 车辆运动时空演化斑图( )　(a) k = 0.08, μ = 0.5; (b) k = 0.40, μ = 0.5; (c) k = 0.70, μ = 0.5; (d) k = 0.15, μ = 0.9

Fig. 4. Waiting time of pedestrian varies with vehicle density under different splits: (a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9. 不同绿信比下行人等待时间随车辆密度的变化　(a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9

Fig. 5. Waiting time of pedestrians varies with the arrival rate of pedestrian under different splits: (a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9. 不同绿信比下行人等待时间随行人到达率的变化 (a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9

Fig. 6. Pedestrian delay time caused by vehicles under different splits: (a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9. 不同绿信比时车辆所导致的行人延误　(a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9

Fig. 7. Vehicle delay time caused by pedestrians under different splits: (a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9. 不同绿信比时行人造成车辆的延误　(a) μ = 0.5; (b) μ = 0.8; (c) μ = 0.9

Fig. 8. Flux as a function of vehicle density and pedestrian arrival rate: (a) μ = 0.5; (b) μ = 0.9 车流量随车辆密度和行人到达率的变化　(a) μ = 0.5; (b) μ = 0.9

Fig. 9. Waiting time of pedestrian as a function of vehicle density and pedestrian arrival rate: (a) μ = 0.5; (b) μ = 0.9. 行人等待时间随车辆密度和行人到达率的变化　(a) μ = 0.5; (b) μ = 0.9

Fig. 10. Phase diagram in (λ, k) space: (a) μ = 0.5, (b) μ = 0.9. (λ, k)空间中的相图　(a) μ = 0.5; (b) μ = 0.9