WO2011009853A2

WO2011009853A2 - Traffic system

Info

Publication number: WO2011009853A2
Application number: PCT/EP2010/060471
Authority: WO
Inventors: Gerhard Brunner
Original assignee: Gerhard Brunner
Priority date: 2009-07-21
Filing date: 2010-07-20
Publication date: 2011-01-27
Also published as: DE102009034102A1; EP2278070A2; WO2011009853A3; EP2278070A3

Abstract

The invention relates to a traffic system (10) having two intersecting traffic paths (12) each comprising separate traffic lanes (13, 14, 15) running essentially parallel to each other for different road user groups, in particular a street (13) combined with a bicycle path (14) and/or a pedestrian path (15). By means of the traffic system (10) according to the invention, it is possible to improve the traffic flow of all road user groups, and to reduce the pollution emissions in the region of the traffic system.

Description

Traffic system Technical area

The present invention relates to a traffic system with which it is possible, at least two intersecting traffic routes, each for different

Road user groups separated, essentially parallel to each other

Traffic routes, in particular a road in combination with a cycle path and / or a footpath, improve the flow of traffic,

State of the art

As an increasingly popular alternative to traffic-controlled intersections, the

Roundabout, especially at the intersection of essentially equal roads, by. In such a roundabout traffic lanes of the intersecting roads are connected to the actual roundabout, so that a motor vehicle can enter the roundabout on a road leading to the roundabout and then at the desired, departing from the roundabout roadway in another direction from the Extend roundabout can. These roundabout traffic systems virtually control themselves up to a critical traffic volume and an efficient traffic flow can be guaranteed even with different traffic volumes on the different traffic lanes. The same would be possible only with a complicated depending on the traffic density regulated traffic light system, but not with the usually regulated by a fixed clock traffic lights. The spread of

Roundabouts therefore serve a more efficient traffic flow and thus also one

more resource efficient road guidance.

From AT 414 246 B a road connection point with two vertically offset crossing roads and a central circle traffic is known, in which the respective straights for running vehicles are guided without interruption, as left and right turn each on a roundabout, which intersect on one between the two Lanes lying level is arranged to be guided and be led back by branching off from the roundabout access ramps on the road. US 2009/0035058 A1 discloses an intersection system for intersecting roads in which, according to their destination, different traffic routes are led at different heights.

AiI these aforementioned traffic systems, in particular the roundabout systems, have in common that they are up to a critical traffic to be able to ensure a continuous flow of motorized road users. However, as soon as "weaker road users" such as pedestrians or cyclists come into play, the throughput of these traffic systems decreases enormously, as is the case with "weaker road users" - usually authorized by pedestrian crossings, crosswalks or bicycle lanes - at the roundabout cross-connected road lanes to thereby be able to pass the intersection. Through the crossing

Road traffic caused disturbances of the traffic system, the flow of traffic in the roundabout in and out of this in faltering, so that the roundabout can not play its advantages. By crossing the streets road users is slowed down according to the flow of motor vehicles.

Furthermore, due to the "weaker road users" crossing in the optimum case on crosswalks or crosswalks, an accident risk arises because, on the one hand, motor vehicles entering or leaving the roundabout may not notice the "weaker road users". On the other hand, the fact that drivers of motor vehicles are so distracted from the traffic that they run the risk of being forced to do so due to the need to be mindful of the "weaker road users"

Drive in traffic owners and damage them.

Last but not least are many slowly crossing zebra crosses, "weaker road users" reason for displeasure of the motor vehicle driver and it comes to clashes between motorists and "weaker road users."

Presentation of the invention

The invention is accordingly an object of the invention to provide a traffic system that is adapted to increase the flow of traffic and the security of intersecting traffic routes that are used by different road user groups. Furthermore, it is an object of the invention to achieve a more uniform traffic flow and thus a more resource-efficient guidance within the traffic system. The object is achieved by a traffic system according to claim 1. Preferred embodiments of the traffic system according to the invention will become apparent from the dependent claims.

The invention Underlies the idea of the conflict between the individual

To defuse traffic participant groups by separating the individual road user groups.

Accordingly, the traffic system according to the invention comprises at least two intersecting traffic routes, each separated for different road user groups, in

Substantially parallel traffic routes comprise, in particular a road in combination with a cycle path and / or a pedestrian path, wherein in the area of the crossing of the traffic routes a first traffic path is provided, with which the traffic path for a first road user group, in particular the road, are connected wherein in the region of the intersection of the traffic routes at least one second roundabout is provided, with which the traffic routes for a second group of road users, in particular the bike paths and / or the pedestrian paths are connected, and wherein the first and second circular path are arranged at different levels.

With the traffic system according to the invention, it is possible the conflict between the

to defuse different road user groups, in particular between motor vehicle drivers, pedestrians, cyclists and the like. This is possible because the different road user groups each pass through their own roundabouts at separate levels. In this way, the generally faster moving motor vehicles are not disturbed by usually slower moving cyclists, pedestrians and the like, and vice versa. Due to the forcibly resulting different

Traffic guidance is a negligent or careless crossing a pedestrian and / or cyclist impossible because at least one of the different levels an up and / or down-run ramp is provided. Furthermore, due to the continuously high throughput of the transport system, the emission of pollutants is significantly reduced.

A "traffic route" according to the definition used here comprises at least one traffic lane for a first road user group, thus for example a road lane for

Motor vehicles, and at least one traffic lane for a second road user group, for example a bicycle lane or a pedestrian lane, wherein the two traffic lanes are guided essentially parallel to one another. These include, in particular, the known road systems, the roadways for motor vehicles, on the outer sides of the

Straßenπfahrbahnen provided bike paths and provided on the outer sides Having pedestrian paths, understood. These road systems are typically used in the

Led substantially parallel to each other, so the motor vehicles, cyclists and pedestrians move substantially along the same direction. Small deviations of

Cycle route or the Fußwegführung compared to the leadership of the road lanes, for example, be conditional by located on the street lane parking bays for motor vehicles or by the road säumende trees. The direction of movement of the different

Road users are still largely the same.

The term "circular traffic lane" is understood to mean the provision of an endless traffic lane to which the respective traffic lanes can be connected in the intersection area.The circular traffic lane does not necessarily have to be circular, an oval, rectangular, loop-shaped or square guide is also conceivable; that the roundabout is guided endlessly, aiso forms a closed traffic lane to which the respective traffic routes can be connected.

According to an advantageous embodiment of the invention, the first and the second

Roundabout essentially arranged one above the other. In this way it is possible to improve the visual effect of the traffic system and to arrange the two roundabouts space saving.

According to another preferred embodiment, the diameter of the roundabout at the upper level is greater than that at the lower level of the roundabout, or the diameter at the upper level of the roundabout is smaller than the diameter at the lower level of the roundabout. In this way it can be achieved that the excavation of the earth or the earth, which is needed to create the transport system, can be kept low. Furthermore, a roofing of the located on the lower level roundabout can be achieved, which can be particularly advantageous in winter or rain. Furthermore, the space requirement for the transport system can be optimized and adapted to the local conditions.

According to a further particularly preferred embodiment, a road is connected to the higher-level circular railway and a cycle path and / or a pedestrian path is connected to the lower-level circular railway. In this way, it is particularly advantageous possible to separate the different traffic flows of motor vehicle drivers and cyclists and / or pedestrians accordingly and still allow an efficient directional change for all road users. Due to the proposed separation of the individual road users and the leadership of this on different roundabouts, therefore, the throughput of the transport system can be increased,

Advantageously, the respective traffic lane can be guided to the lower or the upper level by means of a ramp adjoining the respective roundabout, it being sufficient to lead only the traffic lanes of a road user group to the lower or upper level and the other traffic lanes of the other

Road users at the initial level. In this way, the connections to the respective roundabouts can be optimally executed with advantage, so that the flow of traffic is improved and the different road user groups do not interfere with each other.

The traffic system may be further configured such that a ramp for connecting a traffic lane to the lower level circular traffic lane overcomes a lower level than the ramp for connecting a roundabout traffic lane to the higher level circular traffic lane. In this way, it is advantageously possible to reduce the proportion of excavation work in the production of the transport system.

According to a further particularly preferred embodiment, the arranged at the lower level circular path is connected by a staircase to the starting level. In this way, it is possible that pedestrians in the area of intersecting traffic routes, in particular in the area of an intersection, are led via a staircase directly from the starting level to the lower-lying roundabout. In this way, it is not always necessary for pedestrians to use the ramp or the like, but these can be brought directly to their assigned level.

In accordance with a further particularly preferred embodiment, the traffic lanes and / or roundabouts arranged at the higher level cover the traffic lanes and / or roundabouts arranged at the lower level at least partially and at least one support means for the traffic lane and / or roundabout path arranged at the higher level , In this way, it is advantageously possible to safely carry out the traffic system in the coverage area, so that the safety of the road users is not endangered and at the same time an efficient traffic guidance is achieved. In this case, the support means may be formed according to one embodiment as a Feidträger. Furthermore, it may be advantageous to provide openings for the passage of daylight in the region of the overlap. In this way it is possible to reduce any lighting requirement below the coverage due to the passing daylight.

The openings may advantageously have a substantially triangular shape, wherein the shape is advantageously chosen so that they the "unthreaded" section between the

Traffic and the roundabout. Inside the opening, a grid or the like may be provided to prevent people, cyclists or vehicles from falling down through the opening. Alternatively, a railing may be provided at the peripheral edge of the opening,

According to a further preferred embodiment, a first road user group comprises motorized road users, in particular motor vehicles and / or motorcycles, and at least one second road user group comprises non-motorized road users, in particular bicycles and / or pedestrians. In this way, it is particularly advantageous possible to separate both road user groups according to their different average speeds, so that they do not hinder each other in their flow. As a result, the safety of the different road user groups is increased and a possible

Conflict potential between the road user groups is reduced.

According to a further preferred embodiment, the respective traffic lanes of each road user group are connected to a respective roundabout. In this way, it is possible to assign each road user group each a specific traffic, so that the traffic flow optimally regulated.

In this case, according to one embodiment, a separate roundabout for motorized road users, for cyclists and for pedestrians can be provided in each case.

In addition, there may additionally be a separate roundabout for public transport. In this way, the traffic flow of the public transport can be additionally increased because this, for example, when a traffic jam, not by the other

Road users is restricted or impaired.

Brief description of the drawings

The invention will now be illustrated by way of example in the drawings

Embodiments explained in more detail. FIG. 1 shows a plan view of a traffic system according to the invention;

FIG. 2 shows a side view of a traffic system according to the invention in the region of a ramp;

Figure 3 shows an alternative of the traffic system in a plan view, with respect to the above embodiment modified leadership of the footpath;

FIG. 4 shows a section of the traffic system in the region of an opening; and

FIG. 5 shows a perspective view of a section of a device according to the invention

Roundabout system.

Detailed description of preferred embodiments of the invention

In the following, an inventive traffic system 10 with reference to the attached Figures 1, 2 and 5, and an alternative traffic system with reference to the accompanying Figure 3 is described by way of example. The same reference numerals are used for similar elements and repeated description thereof largely omitted

Reduce redundancies.

FIG. 1 shows the traffic system 10 in a first embodiment. Here, the traffic system 10 is shown in a partial sectional view, mainly comprising a lower level N2 comprising a traffic lane 14 in the form of a cycle path, a consistent level comprising a traffic lane 15 in the form of a footpath and a hatching indicated by the hatching 130, which an upper level Ni for one

Train 13 is formed in the form of a road, is shown.

The traffic system 10 has at least two intersecting traffic routes 12, wherein in addition to a completely shown traffic route 12 two more to the first traffic route 12 each perpendicular traffic routes 12 are indicated, and in Figure 2, only a single complete traffic route 12 is indicated. FIG. 5 shows a section of the traffic system 10 in a perspective view, wherein two traffic routes 12 leading to the traffic system 10 are shown. Of course, it is also possible in all embodiments that a plurality of traffic routes 12 leads to the traffic system 10. By "intersecting" is meant here that the traffic routes 12 meet at an angle to each other, so that a crossing in the classical sense is created.The traffic routes 12 can meet at any acute or obtuse angle to each other.

The respective traffic routes 12 include for different road user groups essentially parallel traffic lanes 13, 14, 15. The traffic lanes can be divided, for example, in a street 13, a bike path 14 and / or a pedestrian 15, with a subdivision into a street 13 and a common bike and footpath 14, 15 or a division between a combined road / bike path and a footpath is possible.

In the traffic lanes 12, a traffic lane leading to the intersection and one away from it may each be provided per road user group. Alternatively, it is also possible to allow on the traffic lanes only the river in one direction.

A first group of road users includes, for example, motorized vehicles, including motor vehicles, motorcycles and the like. A second group of road users includes non-motorized vehicles, ie in particular bicycles. A third

Road users group includes, for example, pedestrians. The first

Road users group typically moves on roads 13, the second

Road user group on bike paths 14 and the third road user group on

Footpaths 15.

As can be seen in Figure 2, in the region of the intersection of the traffic routes 12 are two in the

Substantially one above the other arranged roundabouts 16 and 17, 18 are provided, wherein a circular path 16 is disposed above the other roundabout 17, 18. The lower roundabout is divided into a traffic lane 17 for pedestrians and a

18 traffic route for cyclists.

In the exemplary embodiment shown in FIGS. 1 and 2, the traffic routes of the first road user group, in particular the roads 13, are connected to the first roundabout 16, which lies on the upper level Ni. The traffic lane 14 of the second

Road user group, in particular the bike path 14, is connected to the second roundabout 18, which lies on the lower level N2.

The traffic lane 15 in the form of the footpath is continued at the initial level A. The footpath at the initial level A is connected to the lower level N2 via a staircase 22 and is connected to a arranged on the lower level N2 circular path 17 via a Pedestrian crossing 170, which crosses the roundabout 18 for cyclists, tied.

The two roundabouts 16 and 17, 18 are arranged at different levels so that the road users who use the lower roundabout 17, 18, are located so far below the upper roundabout, that in the event that the two roundabouts at least partially cover, not be disturbed by the upper roundabout 16. The diameters of the two roundabouts 16 and 17, 18 may differ, wherein the diameter of the upper circular path 16 may be smaller or larger than the diameter than the lower circular path 17, 18 may be formed.

A ramp 20 leads to the upper circular traffic lane 16 and a ramp 21 leads to the lower circular traffic lane 18. According to an alternative embodiment it is possible to provide only one of the two circular lanes 16 and 17, 18 with one ramp and the other one

Run roundabout at ground level, so that either a roundabout above the output level A is arranged and the other roundabout at the initial level A, or arranged a circular path below the initial level A and the other at the initial level A.

In the embodiment shown in FIG. 2, the circular traffic lane 18 arranged at the lower level N2 overcomes a smaller level difference than the circular traffic lane 16 arranged at the higher level Ni, so that less excavation work is necessary for the ramp 21 and the circular traffic lane 18 for this embodiment. Furthermore, consideration is given here to the different requirements of the respective road user groups, so that the acceptance for the traffic system can be increased. In particular, any ramp or elevation is a nuisance to the average cyclist whereas the vehicle handlebar typically has no trial here.

The traffic system 10 is constructed such that in a region of coverage in which either a higher level traffic lane and / or a circular lane at least partially covers the lower lane traffic lane 14 and / or lane 16, 18 support means 23 is provided for arranged at the higher level of traffic 13 and / or roundabout 16. This support means may be formed, for example, in the form of a single-frame carrier. Further, apertures 24 for passing daylight may be provided in the region of the overlap. These openings 24 may be designed so that precipitation or the like can pass through them. FIG. 4 shows a possible shape and a possible arrangement of the openings 24 in the area of the traffic lane 13 and the circular traffic lane 16.

In an alternative embodiment (not shown), roundabouts for each

Verkehrssteiinhmergruppe be provided on each different levels. In the case shown in FIGS. 1 and 2, three roundabout railways arranged substantially one above the other can be correspondingly provided, to which the respective traffic lanes 13, 14 and 15 are connected. Furthermore, a further Verkehrssteihammer group, such as buses or trains of public transport, are managed at a separate level.

Furthermore, it is possible that the area or the level on which the

Roundabout for the second group of road users, non-motorized

Road users includes, located a! S continuous surface is executed. In this way, it is additionally facilitated the second road users their desired path on the respective desired traffic lane 14, 15 to continue.

In the case of the circular traffic lane 16 located on the lower level N2, it is preferable to arrange it so that it is located approximately 1 m below the initial level A. For the roundabout 18 located at the upper level Ni, it is preferable to arrange it around 3 m above the starting level A. In this way it is possible to ensure at least a passage height of about 3.3 m at the lower level N2 ready.

The ramps by means of which the respective levels are reached should not exceed a slope of 15% and the beginning of the excavation for these ramps should be at least 10 m, in particular between 16 and 20 m in front of the first and / or second roundabout 16, 18.

The ramp 21 for the second road user group can preferably be designed such that it has a maximum gradient of 6% and begins in approximately the same area as the ramp for the first traffic group.

Furthermore, it may be provided that existing walkway systems at house entrances and the like remain preserved in the crossing area of the traffic system 10 and only one staircase 22 leads from the starting level of the sidewalk or up to the roundabout of the second, the non-motorized road users comprehensive group of road users, Previous parking areas in Crossing area can be used to create the ramps 21 and 20 advantageous. Between the ramps can be an embankment and / or a retaining wall be provided, further between the ramps 20, 21, a railing or the like may be provided to provide a separation and to increase the traffic safety time. The excavation work for a traffic system 10 according to the invention should be the excavations concerning about 600 nm and the landfill concerning about 1900 m ³ amount, and depending on the size of the transport system more or less excavations or landfills may be required.

Another embodiment of the traffic system 10 is shown in FIG. The difference to the first embodiment lies in the different guidance of the footpath 15, this is initially performed at the initial level A. A pedestrian crossing 170 crosses the cycle path 14 at the beginning of the ramp 21 and a pedestrian ramp 150 is provided which directly with the

Circular path 17 is connected to the lower level N2. The additional pedestrian ramp 150 can be arranged directly after parking bays 135, which are located on the road 13. The cycle path 14 is also guided via the ramp 21 to the lower level N2 and is then connected via a bicycle over 140 to the roundabout 18.

Claims

claims

1st traffic system (10), u mf as

at least two intersecting traffic routes (12), which are each separate for different road user groups, essentially parallel to each other

Traffic routes (13, 14, 15) comprise, in particular a road (13) in combination with a cycle path (14) and / or a pedestrian path (15),

wherein in the region of the intersection of the traffic routes (12) at least a first

Circular track (16) is provided, with which the traffic lanes (13) for a first group of road users, in particular the roads (13) are connected,

wherein at the intersection of the traffic routes (12) at least a second

Circular track (18) is provided, with which the traffic lanes (14, 15) for a second group of road users, in particular the bike paths (14) and / or the pedestrian paths (15) are connected, and

wherein the first and second circular traffic lanes (16, 18) are arranged at different levels (Ni ₁ N ₂ ),

2. Traffic system according to claim 1, wherein the first (16) and the second (18)

Circular track are arranged substantially one above the other.

3. Traffic system according to claim 1 or 2, wherein the diameter of the roundabout (16) at the upper level is greater than the diameter of the roundabout (18) at the lower level, or the diameter of the circular path (16) is smaller at the upper level as the diameter of the roundabout (18) at the lower level,

4. Traffic system according to one of the preceding claims, wherein a road is connected to the higher level arranged on a circular path and a cycle path and / or a pedestrian path (15) is connected to the arranged at the lower level roundabout (18),

5. Traffic system according to one of the preceding claims, wherein the respective

Trajectory is guided by means of a subsequent to the respective roundabout ramp (20, 21) to the lower or the upper level.

6. Traffic system according to claim 5, wherein a ramp (21) for connecting a

Traffic path to the arranged at the lower level roundabout overcomes a smaller difference in level, as the ramp (20) for connecting a traffic lane to the arranged at the higher level roundabout.

7. Traffic system according to one of the preceding claims, wherein the arranged at the lower level circular path (18) by means of a staircase to the output level (A) is connected.

The traffic system according to claim 7, wherein the traffic lane connected to the lower-level roundabout is at the initial level (A).

9. Traffic system according to one of the preceding claims, wherein the arranged at the higher level railways and / or roundabouts at least partially cover the arranged at the lower level railways and / or roundabouts (16) and at least one support means (23) for those on the higher Level arranged traffic path and / or roundabout is provided

10. Ver traffic system according to claim 9 ₅ wherein the support means is designed as a single-carrier.

A traffic system according to claim 9 or 10, wherein openings (24) are provided for transmitting daylight in the region of the overlap.

12. A traffic system according to claim 11, wherein the openings (24) have a substantially triangular shape,

13. Traffic system according to one of the preceding claims, wherein a first

Road user group comprises motorized road users, in particular motor vehicles and / or motorcycles, and at least one second group of road users non-motorized road users, in particular bicycles and / or pedestrians includes.

14. Traffic system according to one of the preceding claims, wherein the respective

Traffic links each Verkehrssteiinhmergruppe be connected to a circular orbit each.

15. Traffic system according to claim 14, wherein in each case a separate roundabout for motorized road users, for cyclists and for pedestrians is provided and wherein preferably a further own roundabout for public transport is provided.