LLM-Augmented Traffic Signal Control with LSTM-Based Traffic State Prediction and Safety-Constrained Decision Support

Traffic signal control (TSC) plays a central role in reducing congestion and maintaining urban mobility. This dissertation introduces DGLight, a critic-guided reinforcement-learning framework for adapting a pretrained large language model to TSC. DGLight first trains a CoLight-based Deep Q-Network critic to estimate traffic-aware action values from structured intersection states, then uses the frozen critic to score candidate language-model actions and optimize the policy with Group Relative Policy Optimization (GRPO). The resulting controller maps traffic states to interpretable reasoning traces and signal decisions while learning from dense per-state supervision rather than raw cumulative environment rewards. Experiments on TSC benchmarks covering Jinan and Hangzhou show that DGLight is the strongest overall method among the compared LLM-based controllers, remains competitive with strong RL baselines, and transfers well to city datasets not used to fit the critic. Qualitative examples further show that the model's generated reasoning is interpretable and aligned with the chosen signal phase. The project code is available $\href{https://github.com/yyccbb/FYP_LLMTSC}{here}$.

Urban traffic congestion significantly increases fuel consumption, greenhouse gas emissions, and commuter delays, resulting in substantial economic losses and environmental harm in modern cities. Traditional traffic signal control strategies such as fixed-time scheduling, actuated control, and reinforcement learning (RL)-based methods, offer different degrees of adaptability; however, RL-based methods can require extensive retraining, careful reward design, and substantial simulation data when transferred across networks or demand regimes. To address these challenges, we propose HiLLTS, an LLM-guided traffic signal control framework that employs a hierarchical three-layer architecture consisting of a central coordination agent, a district layer and multiple cluster-level intersection agents. Experimental results demonstrate consistent improvements in both congestion and environmental performance. Compared with the strongest non-LLM baseline in each scenario, HiLLTS reduces average waiting time by 36.73% under the low-congestion scenario and 14.71% under the high-congestion scenario, while reducing average CO2 emissions by 7.87% and 8.57%, respectively. Larger gains are observed against weaker baselines: under low congestion, HiLLTS achieves reductions of up to 18.00% in emissions and 62.07% in waiting time relative to Fixed-Time control; under high congestion, reductions of up to 28.89% in emissions and 40.36% in waiting time are observed relative to Max Pressure. The ablation study further validates the contribution of LLM-guided coordination over rule-based control

Large language models (LLMs) show strong potential for Intelligent Transportation Systems (ITS), particularly in tasks requiring situational reasoning and multi-agent coordination. These capabilities make them well suited for cooperative driving, where rule-based approaches struggle in complex and dynamic traffic environments. Intersection management remains especially challenging due to conflicting right-of-way demands, heterogeneous vehicle priorities, and vehicle-specific kinematic constraints that must be resolved in real time. However, existing approaches typically use LLMs as auxiliary components on top of signal-based systems rather than as primary decision-makers. Signal controllers remain vehicle-agnostic, reservation-based methods lack intent awareness, and recent LLM-based systems still depend on signal infrastructure. In addition, LLM inference latency limits their use in sub-second control settings. We propose LIDSA (LLM-Based Intent-Driven Speed Advisory), a signal-free cognitive arbitration framework for autonomous intersection management. LIDSA uses an LLM to reason over declared vehicle intents, incorporating priority classes, queue pressure, and energy preferences. We evaluate LIDSA against fixed-cycle control, SCATS, AIM, and GLOSA across varying traffic loads. Results show that LIDSA reduces mean control delay by up to 89.1% and maintains Level of Service C while all non-LLM baselines degrade to Level of Service F. Under near-saturated demand, LIDSA reduces mean waiting time by 93% and peak queue length by 60.6% relative to fixed-cycle control. It also lowers fuel consumption by up to 48.8% and achieves 86.2% intent satisfaction, compared to 61.2% for the best non-LLM method. These results demonstrate that LLM-based reasoning can enable real-time, signal-free intersection management.