Note that the cycleways are now in red asphalt. The yield triangles are just showing that if the lights are not working or they go to flashing mode for whatever reason, the left-right flow goes first.
The design has major advantages over the Copenhagen Junction. It keeps cyclists in as little conflict with motor vehicles as possible. If you look closely, then you will notice that cyclists are to the right of the right turn lane. This would normally make people think that there is a huge problem. But there isn't. I will explain why in a little bit.
The corner refuge islands extend the protection of the cycle track in the intersection as well, creating continuity. You can make right turns on red without even needing a special exception to the no right turn on red signs or stopping. You make left turns in two stages, but you are protected if you have to wait. And the signal stages are much more flexible.
The intersection is much more intuitive, and easier to cycle through. The bend out is not sharp, and can be taken at something like 40 km/h+ if you wanted to. You also are in a position in that if you want to make a left turn by bicycle, you have no awkward turns.
The cycleway widths are also usually much wider than Copenhagen does. While Copenhagen has a 1.5-2.2 metre wide cycleway, Dutch protected intersections have 2-2.7 metre wide cycle paths. One way. For two ways they have 3-4 metre widths. Standard widths are usually 2.5 metres for one ways and 3.5 metre wide widths for two ways, 4 metres on primary routes. The buffer is also much wider. Minimum of 35 cm, preferable minimum of 1 metre, and standard buffer for a 50 km/h distributor is 1.5 metres, and for high speed or higher volume is about 2 metres. And it is a curbed buffer, a median. Often with things like plants, trees, grass, lamp posts, road signs, are in that buffer.
The traffic lights are programmed to separate the different directions. Here is an example signal stage: