## 1 Introduction  
Over the past few decades, there has been a rapid increase in the number of vehicles in developing countries such as China. As a result, frequent traffic jams have spread from large cities to small and medium-sized cities. Thus, this has become a focus problem that restricts the sustainable development of large and medium-sized cities in China. Intersections are the important nodes in the urban road network where many vehicles cross each other with a lot of conflicts. To make it worse, pedestrians and non-motorized vehicles are inevitably involved. This results in more complicated traffic conditions at the intersections. In addition, the intersections often become bottlenecks in road networks since the traffic capacity of the intersections is far less than that of the road sections. In particular, a single intersection with a low traffic capacity can cause a chain reaction. A congested intersection may substantially slow down the traffic, sabotaging the surrounding traffic system at the network level. Previous studies have indicated that delays at road intersections account for more than 80% of the total road network delays. At the same time, the intersection capacity is less than 50% of the road capacity. Increasing capacity and decreasing delay at signalized intersections have been areas of intense investigation. The optimization of lane assignment and signal control has been crucial for the intersection to improve capacity and decrease delay [1; 2; 3; 4; 5]. Many studies on the optimization of lane assignment have been conducted through the decades, including variable lanes, dynamic lane assignment and integrated waiting area. [PERSON], [PERSON] et al. [6; 7] proposed a series of design pattern of left-turn waiting areas (LTWA) for different combinations of spatial and temporal treatments of left-turn movements and presented a generalized lane-based optimization model for the integrated design of displaced left-turn (DLT) intersection types, lane markings, the length of the displaced left-turn lane, and the signal timings. [PERSON], [PERSON] and [PERSON] [8] developed a model that simultaneously optimizes the use of variable approach lane (VAL) and signal timings at an isolated signalized intersection and suggested that the availability of variable approach lane provided the intersection with improved capacity to deal with large traffic fluctuations. [PERSON], [PERSON] et al. [9] evaluated the operational efficiency of the intersections with dynamic lane assignment using field data collected at five intersections in China. [PERSON], [PERSON] [10] concluded that an integrated waiting area at the signalized intersection could effectively improve the traffic capacity of the approach and reduce stop time of vehicles through modeling and simulation. [PERSON], [PERSON] [11] studied the characteristic principle and setting condition of the integrated waiting area, and further analyzed the calculation method of the traffic capacity of the intersections with integrated waiting area. [PERSON], [PERSON] [12] analyzed the application of integrated waiting area in the signalized control junction area at downstream ramp intersection of Chengdu second ring road. [PERSON], [PERSON], [PERSON] [13] also analyzed the setting method and traffic control mode of integrated waiting area at the signalized intersection. [PERSON], [PERSON], [PERSON] et al. [14] studied the effect of integrated waiting area on the traffic capacity and delay of the intersection. [PERSON], [PERSON], [PERSON] [15] put forward an optimization model of oversaturated queue overflow condition based on integrated waiting area, simulated the traffic running situation before and after optimization model was implemented in the target intersection. There are also many pieces of research on signal control. The pre-signal control method was originally used for bus priority control to ensure that buses receive priority in the intersection, proposed by the British Transport Authority in 1991 [16].