CN110616606A - Plane traffic system and urban traffic system with same - Google Patents
Plane traffic system and urban traffic system with same Download PDFInfo
- Publication number
- CN110616606A CN110616606A CN201810639454.1A CN201810639454A CN110616606A CN 110616606 A CN110616606 A CN 110616606A CN 201810639454 A CN201810639454 A CN 201810639454A CN 110616606 A CN110616606 A CN 110616606A
- Authority
- CN
- China
- Prior art keywords
- lane
- turn
- straight
- traffic
- uplink
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000001174 ascending effect Effects 0.000 claims abstract description 47
- 238000002955 isolation Methods 0.000 claims description 19
- 230000007704 transition Effects 0.000 claims description 8
- 230000009467 reduction Effects 0.000 claims description 3
- 206010039203 Road traffic accident Diseases 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 4
- 241000283070 Equus zebra Species 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004888 barrier function Effects 0.000 description 1
- 239000003086 colorant Substances 0.000 description 1
- 230000003750 conditioning effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/02—Crossings, junctions or interconnections between roads on the same level
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention provides a plane traffic system and an urban traffic system with the same. Wherein, the plane traffic system includes multiunit road and at least one safety island, and a junction is surrounded to the multiunit road, and the left turn of at least a set of road in the multiunit road goes up the road and includes: a first left-turn up lane located within the up lane at a predetermined distance from the intersection; the second left-turn uplink lane is communicated with the first left-turn uplink lane and is arranged between the right-turn downlink lane and the straight downlink lane; the third left-turn uplink lane is communicated with the second left-turn uplink lane and the adjacent road in the clockwise direction of the road and is arranged on one side of the safety island far away from the intersection; and the left-turn uplink vehicle runs to an adjacent road after passing through the first left-turn uplink lane, the second left-turn uplink lane and the third left-turn uplink lane in sequence. The invention solves the problem that vehicles on an ascending lane and a left-turn lane of a traffic system are easy to collide in the prior art.
Description
Technical Field
The invention relates to the technical field of road traffic, in particular to a plane traffic system and an urban traffic system with the same.
Background
At present, in an urban traffic system, a straight lane (an ascending lane) and a left-turn lane at a crossroad are indicated to pass by the same signal lamp, namely, a straight vehicle and a left-turn vehicle cross-travel, so that the passing efficiency is reduced, and a traffic accident that the straight vehicle and the left-turn vehicle collide with each other can occur, and the safety of the traffic system is influenced.
Disclosure of Invention
The invention mainly aims to provide a plane traffic system and an urban traffic system with the same, and aims to solve the problems that vehicles on an uplink lane and a left-turn lane of the traffic system in the prior art are easy to collide and cause traffic accidents.
In order to achieve the above object, according to one aspect of the present invention, there is provided a planar transportation system including a plurality of sets of roads and at least one safety island, the plurality of sets of roads being disposed around an intersection, wherein a left-turn uplink road of at least one set of roads among the plurality of sets of roads includes: the first left-turn uplink lane is away from the intersection by a preset distance and is positioned in the uplink lane; the second left-turn uplink lane is communicated with the first left-turn uplink lane and is arranged between the right-turn downlink lane and the straight downlink lane; the third left-turn uplink lane is communicated with the second left-turn uplink lane and an adjacent road in the clockwise direction of the road, and is arranged on one side of the safety island, which is far away from the intersection; and the left-turn uplink vehicle runs to an adjacent road clockwise to the road after passing through the first left-turn uplink lane, the second left-turn uplink lane and the third left-turn uplink lane in sequence.
Further, the at least one set of roads further includes: an adjustment zone including a sub-adjustment zone through which the first left-turn uplink lane and the second left-turn uplink lane are communicated, the sub-adjustment zone for guiding left-turn uplink vehicles traveling on the first left-turn uplink lane onto the second left-turn uplink lane.
Furthermore, the sub-adjustment area comprises a first adjustment lane, and the first adjustment lane and the first left-turn uplink lane and the second left-turn uplink lane are arranged in an obtuse angle mode.
Further, the adjustment area further comprises a second adjustment lane, and the straight descending lane of at least one of the multiple groups of roads comprises: the first straight-going downlink lane and the second straight-going downlink lane are arranged in parallel with the first straight-going downlink lane, the first straight-going downlink lane is communicated with the second straight-going downlink lane through the second adjusting lane, and the second adjusting lane is arranged at an obtuse angle with the first straight-going downlink lane and the second straight-going downlink lane.
Further, the right-turn down lane of at least one of the sets of roads includes: a first right-turn down lane; the second right-turn downlink lane is arranged in parallel with the first right-turn downlink lane and is arranged on one side, away from the intersection, of the third left-turn uplink lane; and the transition lane is used for communicating the first right-turn downlink lane with the second right-turn downlink lane, and the transition lane and the first right-turn downlink lane and the second right-turn downlink lane are arranged at obtuse angles.
Further, at least one set of road in the multiple sets of roads further includes: and the auxiliary channel is used for communicating the curbs of the road with the safety island, and passes through the second right-turn downlink lane and the third left-turn uplink lane.
Further, at least one set of road in the multiple sets of roads further includes: and the isolation belt is arranged between the ascending lane and the straight descending lane and used for isolating the ascending vehicles and the descending vehicles of the road, wherein the sub-adjusting area and the isolation belt are arranged in a avoiding way.
Further, the stop line of the ascending lane is disposed gradually close to the safety island in the direction from the isolation zone to the curbs of the road.
Further, at least one set of road in the multiple sets of roads further includes: a first traffic light for indicating a driving state of the vehicle driving in the sub regulation zone; a second traffic signal lamp for indicating a driving state of a vehicle driving at the intersection; a third traffic signal light for indicating a driving state of a vehicle driving on a third left-turn uplink lane; a fourth traffic signal lamp for indicating a driving state of a vehicle driving on the right-turn uplink lane; and the fifth traffic light is used for indicating pedestrians and non-motor vehicles to pass.
Further, the first traffic signal lamp comprises a first straight signal lamp and a first left turn signal lamp; the second traffic signal lamp comprises a second straight-going signal lamp; the third traffic signal lamp comprises a second left turn signal lamp; the fourth traffic signal lamp comprises a right turn signal lamp; the fifth traffic signal lamp comprises a first pedestrian and non-motor vehicle signal lamp and a second pedestrian and non-motor vehicle signal lamp, wherein the first pedestrian and non-motor vehicle signal lamp is arranged in the direction parallel to the straight lane, and the second pedestrian and non-motor vehicle signal lamp is arranged in the direction perpendicular to the third left-turn uplink lane.
Furthermore, the first straight signal lamp and the first left turn signal lamp synchronously turn on a green light for indication, and the first left turn signal lamp turns on a red light for indication in advance of the first straight signal lamp by a first preset time.
Furthermore, the second straight-going signal lamp lags behind the first straight-going signal lamp by a second preset time to turn on a green light for indication, and the second straight-going signal lamp lags behind the first straight-going signal lamp by a third preset time to turn on a red light for indication.
Furthermore, the second left turn signal lamp is delayed from the first left turn signal lamp by a fourth preset time to turn on a green light for indication, and the second left turn signal lamp is delayed from the first left turn signal lamp by a fifth preset time to turn on a red light for indication.
Further, at least one set of road in the multiple sets of roads further includes: and the speed reduction indicator is arranged on one side of the adjusting area and used for indicating the vehicle running in the adjusting area to run according to the suggested vehicle speed.
Further, at least one set of road in the multiple sets of roads further includes: and the first fences are arranged on two sides of the second left-turn ascending lane and are used for isolating vehicles running on the second left-turn ascending lane from road teeth of a road.
Further, at least one set of road in the multiple sets of roads further includes: and the second fences are arranged on two sides of the third left-turn ascending lane and are used for isolating vehicles running on the third left-turn ascending lane from road teeth of a road.
According to another aspect of the present invention, there is provided an urban traffic system, which includes the above-mentioned planar traffic system, and the planar traffic system is plural.
By applying the technical scheme of the invention, the left-turn uplink of a group of roads at the intersection comprises a first left-turn uplink lane, a second left-turn uplink lane and a third left-turn uplink lane. The first left-turn uplink lane is located in the uplink lane, the second left-turn uplink lane is arranged between the right-turn downlink lane and the straight downlink lane, the third left-turn uplink lane is communicated with the second left-turn uplink lane and an adjacent road in the clockwise direction of the road, and the third left-turn uplink lane is arranged on one side, far away from the intersection, of the safety island. Therefore, in the process of left-turn uplink vehicle passing, the vehicle runs to an adjacent road clockwise after passing through the first left-turn uplink lane, the second left-turn uplink lane and the third left-turn uplink lane in sequence, the vehicle running on the uplink lane is different from the vehicle running on the third left-turn uplink lane (the second left-turn uplink lane), and no route interference exists, so that the phenomena of collision and friction between the straight vehicle and the left-turn vehicle can not occur, the problems that the uplink lane of the traffic system and the vehicle on the left-turn lane are easy to collide and cause traffic accidents in the prior art are solved, and the safety coefficient of the traffic system is improved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
fig. 1 shows a road diagram of a first embodiment of a flat traffic system according to the invention;
fig. 2 shows a left-turn travel route diagram of the flat traffic system of fig. 1;
fig. 3 shows a straight-ahead driving route diagram of the flat traffic system in fig. 1;
fig. 4 shows a right-turn travel route diagram of the flat traffic system in fig. 1; and
fig. 5 shows a road diagram of an embodiment two of the flat traffic system according to the invention.
Wherein the figures include the following reference numerals:
10. a security island; 20. an intersection; 31. a first left-turn up lane; 32. an ascending lane; 321. a straight-going up lane; 33. a straight down lane; 331. a first straight-down lane; 332. a second straight down lane; 34. a second left-turn up lane; 35. turning right to the down lane; 351. a first right-turn down lane; 352. a second right-turn down lane; 353. a transition lane; 36. a third left-turn up lane; 37. turning right to the ascending lane; 40. a conditioning region; 41. a first adjustment lane; 42. a second adjustment lane; 50. an auxiliary channel; 60. an isolation zone; 71. a first traffic light; 72. a second traffic light; 73. a third traffic light; 74. a fourth traffic light; 75. a fifth traffic light; 300. zebra crossing.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
It is noted that, unless otherwise indicated, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
In the present invention, unless stated to the contrary, use of the directional terms "upper and lower" are generally directed to the orientation shown in the drawings, or to the vertical, or gravitational direction; likewise, for ease of understanding and description, "left and right" are generally to the left and right as shown in the drawings; "inner and outer" refer to the inner and outer relative to the profile of the respective member itself, but the above directional terms are not intended to limit the present invention.
In order to solve the problems that vehicles on an uplink lane and a left-turn lane of a traffic system are easy to collide and cause traffic accidents in the prior art, the application provides a plane traffic system and an urban traffic system with the same.
Example one
As shown in fig. 1 to 4, the flat traffic system includes four sets of roads disposed around an intersection 20 and four safety islands 10, wherein a left-turn up road of each set of roads includes a first left-turn up lane 31, a second left-turn up lane 34, and a third left-turn up lane 36. The first left-turn uplink lane 31 is a predetermined distance away from the intersection 20, and the first left-turn uplink lane 31 is located in the uplink lane 32. The second left-turn up lane 34 is in communication with the first left-turn up lane 31, and the second left-turn up lane 34 is disposed between the right-turn down lane 35 and the straight down lane 33. The third left-turn up-run lane 36 communicates with the second left-turn up-run lane 34 and the road clockwise adjacent thereto, and the third left-turn up-run lane 36 is disposed on the side of the safety island 10 away from the intersection 20. The left-turn uplink vehicle sequentially passes through the first left-turn uplink lane 31, the second left-turn uplink lane 34 and the third left-turn uplink lane 36 and then runs to an adjacent road clockwise to the road.
By applying the technical scheme of the embodiment, in the process of left-turn uplink vehicle passing, the vehicle passes through the first left-turn uplink lane 31, the second left-turn uplink lane 32 and the third left-turn uplink lane 36 in sequence and then runs on the adjacent road clockwise to the road, so that the vehicle running on the uplink lane 32 is different from the vehicle running on the third left-turn uplink lane 36 (the second left-turn uplink lane 32), and no road interference exists, so that the phenomena of collision and friction between the straight vehicle and the left-turn vehicle can be avoided, the problems that the uplink lane of the traffic system and the vehicle on the left-turn lane are easy to collide and cause traffic accidents in the prior art are solved, and the safety factor of the traffic system is improved.
In the present embodiment, the first left-turn uplink lane 31, the uplink lane 32, the straight downlink lane 33, the second left-turn uplink lane 34, the right-turn downlink lane 35, the third left-turn uplink lane 36, and the right-turn uplink lane 37 are all provided with road surface monitors.
In the present embodiment, the preset distance is 50 ~ 300 m.
In the present embodiment, the road is a ten-lane road.
The number of roads using the traffic method is not limited to this. Optionally, one or two or three groups of roads in the plane traffic system adopt the above passing mode.
As shown in fig. 1, each set of roads also includes a trim region 40. Wherein the adjustment zone 40 comprises a sub-adjustment zone through which the first left-turn uplink lane 31 and the second left-turn uplink lane 34 are communicated, the sub-adjustment zone being used for guiding left-turn uplink vehicles traveling on the first left-turn uplink lane 31 onto the second left-turn uplink lane 34. In this way, the vehicle can be parked in the sub-accommodation area to switch to the second left-turn up lane 34 when the straight down lane 33 is not available, ensuring that the left-turning vehicle does not affect the normal driving of the vehicle on the straight down lane 33.
Specifically, when a vehicle traveling in the ascending lane 32 needs to make a left turn, the vehicle is first switched to the first left-turn ascending lane 31, and when the straight descending lane 33 is in a passing state, the vehicle needs to stop in the sub-regulation area, and then enters the second left-turn ascending lane 34 when the straight descending lane 33 cannot pass.
As shown in fig. 1 and 2, the sub-adjustment zone includes a first adjustment lane 41, and the first adjustment lane 41 is disposed at an obtuse angle to the first left-turn uplink lane 31 and the second left-turn uplink lane 34. The first left-turn uplink lane 31 and the second left-turn uplink lane 34 are arranged in parallel, and the second left-turn uplink lane 34 is arranged close to the center of the road relative to the first left-turn uplink lane 31, so that it is ensured that the normal running of the vehicle on the uplink lane 32 is not influenced by the vehicle on the second left-turn uplink lane 34.
As shown in fig. 3, the adjustment area 40 further includes a second adjustment lane 42, and the straight downlink lanes 33 of each set of roads include a first straight downlink lane 331 and a second straight downlink lane 332. The second straight-going downlink lane 332 is parallel to the first straight-going downlink lane 331, the first straight-going downlink lane 331 is communicated with the second straight-going downlink lane 332 through the second adjustment lane 42, and the second adjustment lane 42 and the first straight-going downlink lane 331 and the second straight-going downlink lane 332 form an obtuse angle. Thus, the arrangement ensures that the vehicle running on the first straight downlink lane 331 can be smoothly switched to the second straight downlink lane 332 through the second adjustment lane 42, and the driving smoothness of the plane traffic system is improved.
As shown in fig. 4, the right-turn down lane 35 of each road group includes a first right-turn down lane 351, a second right-turn down lane 352, and a transition lane 353. The second right-turn down lane 352 is disposed in parallel with the first right-turn down lane 351, and the second right-turn down lane 352 is disposed on the side of the third left-turn up lane 36 away from the intersection 20. The first right-turn down lane 351 and the second right-turn down lane 352 are communicated through the transition lane 353, and the transition lane 353 is disposed at an obtuse angle to each of the first right-turn down lane 351 and the second right-turn down lane 352. The first right-turn descending lane 351 is provided near the road center with respect to the second right-turn descending lane 352. Thus, the arrangement can avoid the vehicle turning to the left on the upper lane 32, prevent the left-turning vehicle and the right-turning vehicle from colliding or rubbing, and further improve the safety of the plane traffic system.
As shown in fig. 1 to 4, each set of roads further includes an auxiliary channel 50. Wherein the curbs of the road and the safety island 10 are communicated through the auxiliary passage 50, and the auxiliary passage 50 passes through the second right-turn down lane 352 and the third left-turn up lane 36. Wherein pedestrians and non-motor vehicles can move between curbs and the safety island 10 through the auxiliary passage 50 to realize the circulation of pedestrians and non-motor vehicles on various groups of roads.
As shown in fig. 1, each set of roads also includes a median strip 60. The isolation belt 60 is arranged between the ascending lane 32 and the straight descending lane 33 and is used for isolating ascending vehicles and descending vehicles of a road, and the sub adjusting area and the isolation belt 60 are arranged in a mode of avoiding. In this way, the isolation belt 60 separates the ascending lane 32 from the straight descending lane 33, so that disordered vehicle running on the ascending lane 32 and the straight descending lane 33 is prevented, the safety and the smoothness of the plane traffic system are improved, and traffic jam is prevented. In this way, the sub-regulation zones interrupt isolation belt 60, preventing vehicles in regulation zone 40 from parking or traveling on isolation belt 60 and affecting the normal operation of the flat traffic system.
In other embodiments not shown in the drawings, each set of roads also includes double yellow lines. The double yellow lines are arranged between the ascending lane and the straight descending lane and used for isolating ascending vehicles and descending vehicles of the road, wherein the adjusting area and the double yellow lines are arranged in an avoiding mode. Thus, the arrangement prevents the vehicles in the adjusting area from being parked or driving on the double yellow lines to influence the normal operation of the plane traffic system.
In this embodiment, each set of roads further includes a right-turn uplink lane 37, three straight uplink lanes 321 and one right-turn uplink lane 37 are sequentially arranged on the right side of the isolation belt 60, and the auxiliary channel 50 is arranged on the right side of the right-turn uplink lane 37. The left side of the isolation belt 60 is sequentially provided with three straight down lanes 33, two second left-turn up lanes 34 and one right-turn down lane 35, and the left side of the right-turn down lane 35 is provided with the auxiliary channel 50. The first left-turn uplink lane 31 is one of the three straight uplink lanes closest to the isolation belt 60, and the second left-turn uplink lane 34 is located between the right-turn downlink lane 35 and the straight downlink lane 33. When the vehicle running on the first left-turn ascending lane 31 needs to turn left, the vehicle changes lane to enter the sub-regulation area, when the straight descending lane 33 is in the impassable state, the vehicle continues to run into the second left-turn ascending lane 34 again, and runs into the third left-turn ascending lane 36 through the second left-turn ascending lane 34, so as to realize the left turn of the vehicle.
As shown in fig. 1 to 4, the stop line of the ascending lane 32 is disposed gradually close to the safety island 10 in the direction from the isolation zone 60 to the curbs of the road.
As shown in fig. 1, each group of roads further includes a first traffic signal lamp 71, a second traffic signal lamp 72, a third traffic signal lamp 73, a fourth traffic signal lamp 74, and a fifth traffic signal lamp 75. Among them, the first traffic light 71 indicates a driving state of the vehicle driving at the sub-regulation area, and the second traffic light 72 indicates a driving state of the vehicle driving at the intersection 20. The third traffic signal lamp 73 is used to indicate the driving state of the vehicle traveling in the third left-turn upper lane 36. The fourth traffic light 74 is used to indicate the driving state of the vehicle driving on the right-turn upper lane 37. The fifth traffic light 75 is used to indicate pedestrian and non-motor traffic. Therefore, each traffic signal lamp is respectively used for indicating the driving state of the corresponding lane, and the orderly proceeding of the plane traffic system is further ensured.
Specifically, when the red light of the first traffic signal lamp 71 is on, the vehicle in the sub regulation area cannot travel, and when the green light is on, the vehicle can travel. When the red light of the second traffic signal light 72 is on, the vehicles of the ascending lane 32 and the straight descending lane 33 are not able to travel, and when the green light is on, the vehicles can travel. When the red light of the third traffic signal lamp 73 is on, the vehicle on the third left-turn up lane 36 cannot travel, and when the green light is on, the vehicle can travel. When the red light of the fourth traffic signal light 74 is on, the vehicle on the right-turn upper lane 37 cannot travel, and when the green light is on, the vehicle can travel. When the red light of the fifth traffic signal light 75 is on, the auxiliary passage is not accessible, and when the green light is on, the auxiliary passage is accessible. Like this, can indicate and remind driving, pedestrian and non-motor vehicle through above-mentioned setting, realize that the red light stops, green light is gone, guarantees the orderliness and the smoothness nature of plane traffic system. The colors displayed by the traffic signal lamps are switched according to the corresponding lanes, so that the fluency of the lanes is ensured.
In the present embodiment, the first traffic signal lamp 71 includes a first straight signal lamp and a first left turn signal lamp, the second traffic signal lamp 72 includes a second straight signal lamp, the third traffic signal lamp 73 includes a second left turn signal lamp, and the fourth traffic signal lamp 74 includes a right turn signal lamp. The fifth traffic signal lights 75 include first pedestrian and non-motor signal lights disposed in a direction parallel to the straight-ahead lane and second pedestrian and non-motor signal lights disposed in a direction perpendicular to the third left-turn up-going lane 36.
In this embodiment, the first straight signal lamp and the first left turn signal lamp turn on the green light synchronously for indication, and the first left turn signal lamp turns on the red light for indication a first preset time ahead of the first straight signal lamp. Thus, the first straight traffic signal lamp and the first left turn signal lamp are synchronously turned on to realize that the vehicle changes the lane from the first left turn uplink lane 31 to the sub-adjustment area, when the red light of the first straight traffic signal lamp is turned on, the road vertical to the road is in a passing state, and the vehicle cannot turn left, so that the red light of the first left turn signal lamp needs to be turned on before the red light of the first straight traffic signal lamp is turned on, and the vehicle cannot turn left, thereby preventing the left-turning vehicle from influencing the running of the straight traffic vehicle.
In this embodiment, the second straight-going signal lamp starts the green light indication after a second preset time lags behind the first straight-going signal lamp, and the second straight-going signal lamp starts the red light indication after a third preset time lags behind the first straight-going signal lamp. Like this, above-mentioned time setting not only can prevent that the vehicle on mutually perpendicular's road from taking place the route and interfering, can also prevent that the left turn vehicle from taking place the route with the straight-going vehicle and interfering, and then promote the smoothness nature and the security of plane traffic system.
In this embodiment, the second left turn signal lamp starts a green light indication after a fourth preset time lags behind the first left turn signal lamp, and the second left turn signal lamp starts a red light indication after a fifth preset time lags behind the first left turn signal lamp. In this way, the above-described time setting ensures that a left turn can be achieved by a vehicle entering the third left turn uplink lane 36.
In the embodiment, in the east-west direction of the plane traffic system, the preset time t1 is taken as a reference time:
1. on the up-going lane 32 and the straight-going down-going lane 33: the green light of the second traffic signal light 72 is turned on 0-45 s after the preset time t1, and the red light is turned on 45-90 s after the preset time t 1;
2. on the sub-adjustment region: the red light of the first traffic signal light is turned on 10-65 s after the preset time t1, and the green light of the first traffic signal light is turned on 65-90 s after the preset time t 1.
3. On the third left-turn up lane 36: and the green light of the third traffic signal light is turned on 30-20 s after the preset time t1, and the green light is turned on again 20-90 s after the preset time t 1.
4. Right-turn up lane 37: the green light of the fourth traffic signal light 74 is turned on 0-20 s after the preset time t1, the red light of 20-45 s after the preset time t1 is turned on, the green light of 45-65 s after the preset time t1 is turned on again, and the red light of 65-90 s after the preset time t1 is turned on again.
5. On the auxiliary channel 50: the red light of the fifth traffic signal light 75 is turned on 0 to 20s after the preset time t1, the green light of 20 to 45s after the preset time t1, the red light of 45 to 65s after the preset time t1, and the green light of 65 to 90s after the preset time t 1. On non-motor vehicle, pedestrian lanes between two security islands: and (3) the red light is turned on 0-20 s after the preset time t1, the green light is turned on 20-45 s after the preset time t1, and the red light is turned on 45-90 s after the preset time t 1.
In the present embodiment, in the north-south direction of the plane traffic system:
1. on the up-going lane 32 and the straight-going down-going lane 33: the red light of the second traffic signal light 72 is turned on 0-45 s after the preset time t1, and the green light is turned on 45-90 s after the preset time t 1.
2. On the sub-adjustment region: the red light of the first traffic signal lamp is turned on 0-20 s after the preset time t1, the green light is turned on 20-45 s after the preset time t1, and the red light is turned on 45-90 s after the preset time t 1.
3. On the third left-turn up lane 36: and the red light of the third traffic signal lamp is turned on 0-45 s after the preset time t1, the green light is turned on 45-65 s after the preset time t1, and the red light is turned on 65-90 s after the preset time t 1.
4. Right-turn up lane 37: the green light of the fourth traffic signal light 74 is turned on 0-20 s after the preset time t1, the red light of 20-45 s after the preset time t1 is turned on, the green light of 45-65 s after the preset time t1 is turned on again, and the red light of 65-90 s after the preset time t1 is turned on again.
5. On the auxiliary channel 50: the red light of the fifth traffic signal light 75 is turned on 0 to 20s after the preset time t1, the green light of 20 to 45s after the preset time t1, the red light of 45 to 65s after the preset time t1, and the green light of 65 to 90s after the preset time t 1. On non-motor vehicle, pedestrian lanes between two security islands: and (3) turning on the red light for 0-65 s after the preset time t1, and turning on the green light for 65-90 s after the preset time t 1.
In the above process, the traffic light cycles the indication.
In this embodiment, each set of roads also includes a deceleration sign. The speed reduction indicator is arranged on one side of the adjusting area 40 and is used for indicating the vehicle running in the adjusting area 40 to run according to the suggested vehicle speed.
In this embodiment, each set of roads further includes a first fence and a second fence. Wherein the first fences are provided on both sides of the second left-turn ascending lane 34 for isolating vehicles traveling on the second left-turn ascending lane 34 from curbs of the road. Second fences are provided on both sides of the third left-turn ascending lane 36 for isolating vehicles traveling on the third left-turn ascending lane 36 from curbs of the road. In this way, the first fence can prevent the vehicle from traveling in a wrong-way between the second left-turn ascending lane 34 and the straight descending lane 33. The second barrier can prevent the vehicle between the third left-turn up lane 36 and the right-turn up lane 37 from traveling in a wrong-way lane, thereby improving the order of the plane traffic system.
In the present embodiment, the planar transit system further includes a zebra crossing 300 provided at the intersection 20. Wherein pedestrians and non-motorized vehicles can walk on the zebra crossing 300 to enter the security island 10.
Specifically, the plane traffic system operates as follows:
1. the vehicle travels from the first left-turn up lane 31 to the front of the sub-alignment area.
2. When the first traffic light 71 of the sub regulation section is a red light, the left-turning vehicle stops in front of the sub regulation section to wait. When the first traffic light 71 of the sub-regulation zone is green, the left-turn vehicle passes through the sub-regulation zone and changes lane to travel into the second left-turn uplink lane 34.
3. The vehicle travels on the second left-turn up lane 34 to a third left-turn up lane 36.
4. When the third traffic light 73 of the third left-turn ascending lane 36 is red, the vehicle stops in front of the third left-turn ascending lane 36 to wait; when the third traffic light 73 of the third left-turn up lane 36 is green, the vehicle passes through the third left-turn up lane 36 to the target lane.
The application also provides an urban traffic system (not shown), which comprises the plane traffic system, and the number of the plane traffic systems is multiple. Wherein a plurality of plane traffic systems operate independently.
Example two
The planar traffic system in the second embodiment is different from the first embodiment in that: the number of lanes of the road is different.
As shown in fig. 5, each group of roads further includes a right-turn ascending lane 37, two straight ascending lanes 321 and one right-turn ascending lane 37 are sequentially arranged on the right side of the isolation belt 60, and an auxiliary channel 50 is arranged on the right side of the right-turn ascending lane 37. The left side of the isolation belt 60 is provided with two straight down lanes 33, two second left-turn up lanes 34 and one right-turn down lane 35 in sequence, and the left side of the right-turn down lane 35 is provided with the auxiliary channel 50. The first left-turn uplink lane 31 is one of the three straight uplink lanes closest to the isolation belt 60, and the second left-turn uplink lane 34 is located between the right-turn downlink lane 35 and the straight downlink lane 33. When the vehicle running on the first left-turn ascending lane 31 needs to turn left, the vehicle changes lane to enter the sub-regulation area, when the straight descending lane 33 is in the impassable state, the vehicle continues to run into the second left-turn ascending lane 34 again, and runs into the third left-turn ascending lane 36 through the second left-turn ascending lane 34, so as to realize the left turn of the vehicle.
From the above description, it can be seen that the above-described embodiments of the present invention achieve the following technical effects:
in the process of left-turn uplink vehicle passing, the vehicle runs to an adjacent road clockwise after passing through the first left-turn uplink lane, the second left-turn uplink lane and the third left-turn uplink lane in sequence, the vehicle running on the uplink lane is different from the vehicle running on the third left-turn uplink lane (the second left-turn uplink lane), and the phenomenon of collision and friction between a straight vehicle and a left-turn vehicle cannot occur, so that the problems that the collision between the uplink lane of a traffic system and the vehicle on the left-turn lane is easy to occur and traffic accidents are easy to occur in the prior art are solved, and the safety coefficient of the traffic system is improved.
It is to be understood that the above-described embodiments are only a few, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular is intended to include the plural unless the context clearly dictates otherwise, and it should be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of features, steps, operations, devices, components, and/or combinations thereof.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (17)
1. A planar traffic system, characterized in that it comprises a plurality of groups of roads, which are arranged around an intersection (20), and at least one safety island (10), wherein the left-turn up-run of at least one of the groups of roads comprises:
a first left-turn up-run lane (31) at a preset distance from the intersection (20), the first left-turn up-run lane (31) being located within an up-run lane (32);
a second left-turn up lane (34) in communication with the first left-turn up lane (31), the second left-turn up lane (34) disposed between a right-turn down lane (35) and a straight down lane (33);
a third left-turn up-run lane (36) communicating with the second left-turn up-run lane (34) and an adjacent road clockwise of the road, the third left-turn up-run lane (36) being disposed on a side of the safety island (10) away from the intersection (20);
and the left-turn uplink vehicle sequentially passes through the first left-turn uplink lane (31), the second left-turn uplink lane (34) and the third left-turn uplink lane (36) and then runs to an adjacent road clockwise to the road.
2. The planar transit system of claim 1, wherein at least one set of the roads further comprises:
an adjustment zone (40), the adjustment zone (40) comprising a sub-adjustment zone through which the first left-turn uplink lane (31) and the second left-turn uplink lane (34) are communicated, the sub-adjustment zone for guiding the left-turn uplink vehicle traveling on the first left-turn uplink lane (31) onto the second left-turn uplink lane (34).
3. The planar traffic system according to claim 2, characterized in that the sub-adjustment zone comprises a first adjustment lane (41), the first adjustment lane (41) being arranged at an obtuse angle to the first left-turn up lane (31) and the second left-turn up lane (34).
4. The planar transit system according to claim 2, wherein the adjustment zone (40) further comprises a second adjustment lane (42), the straight descending lane (33) of at least one of the sets of roads comprising:
a first straight-down lane (331),
and the second straight descending lane (332) is arranged in parallel with the first straight descending lane (331), the first straight descending lane (331) is communicated with the second straight descending lane (332) through the second adjusting lane (42), and an obtuse angle is formed between the second adjusting lane (42) and the first straight descending lane (331) and the second straight descending lane (332).
5. The planar transit system according to claim 1, characterized in that the right-turn down lane (35) of at least one of said sets of roads comprises:
a first right-turn down lane (351);
a second right-turn down lane (352) disposed in parallel with the first right-turn down lane (351), the second right-turn down lane (352) being disposed on a side of the third left-turn up lane (36) away from the intersection (20);
a transition lane (353) through which the first right-turn down lane (351) and the second right-turn down lane (352) are communicated, and the transition lane (353) and the first right-turn down lane (351) and the second right-turn down lane (352) are both disposed at an obtuse angle.
6. The planar transit system of claim 5, wherein at least one of the plurality of sets of roads further comprises:
an auxiliary channel (50) through which the curbs of the road and the safety island (10) are communicated (50), and the auxiliary channel (50) passes through the second right-turn down lane (352) and the third left-turn up lane (36).
7. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:
and the isolation belt (60) is arranged between the ascending lane (32) and the straight descending lane (33) and is used for isolating the ascending vehicles and the descending vehicles of the road, wherein the sub adjusting area and the isolation belt (60) are arranged in a mode of avoiding each other.
8. Plane traffic system according to claim 7, characterized in that the stop line of the up-going lane (32) is arranged gradually closer to the safety island (10) in the direction from the isolation zone (60) to the curbs of the road.
9. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:
a first traffic light (71) for indicating a driving state of a vehicle driving in the sub regulation zone;
a second traffic signal lamp (72) for indicating a driving state of a vehicle driving at the intersection (20);
a third traffic light (73) for indicating a driving status of a vehicle driving in the third left-turn uplink lane (36);
a fourth traffic light (74) for indicating a driving state of the vehicle driving on the right-turn upper lane (37);
and a fifth traffic light (75) for indicating the passage of pedestrians and non-motor vehicles.
10. Planar traffic system according to claim 9,
the first traffic signal light (71) comprises a first straight signal light and a first left turn signal light;
the second traffic signal light (72) comprises a second direct travel signal light;
the third traffic signal light (73) comprises a second left turn signal light;
the fourth traffic signal (74) comprises a right turn signal;
the fifth traffic signal lights (75) include first pedestrian and non-motor vehicle signal lights and second pedestrian and non-motor vehicle signal lights, wherein the first pedestrian and non-motor vehicle signal lights are disposed in a direction parallel to the straight-ahead lane, and the second pedestrian and non-motor vehicle signal lights are disposed in a direction perpendicular to the third left-turn up-going lane (36).
11. The flat traffic system according to claim 10, wherein the first straight traffic light and the first left turn signal light turn on green light indication synchronously, and the first left turn signal light turns on red light indication a first preset time ahead of the first straight traffic light.
12. The flat traffic system according to claim 10, wherein the second straight-going signal lamp turns on a green light indicator for a second preset time after the first straight-going signal lamp, and the second straight-going signal lamp turns on a red light indicator for a third preset time after the first straight-going signal lamp.
13. The planar transit system of claim 10, wherein the second left turn signal light turns on a green light indicator a fourth preset time later than the first left turn signal light, and wherein the second left turn signal light turns on a red light indicator a fifth preset time later than the first left turn signal light.
14. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:
and the speed reduction indicator is arranged on one side of the adjusting area (40) and used for indicating the vehicles running in the adjusting area (40) to run according to the suggested vehicle speed.
15. The planar transit system of claim 1, wherein at least one of the plurality of sets of roads further comprises:
and the first fences are arranged on two sides of the second left-turn ascending lane (34) and are used for isolating vehicles running on the second left-turn ascending lane (34) from road teeth of the road.
16. The planar transit system of claim 1, wherein at least one of the plurality of sets of roads further comprises:
and second fences provided on both sides of the third left-turn ascending lane (36) for isolating vehicles running on the third left-turn ascending lane (36) from curbs of the road.
17. An urban transportation system comprising a plurality of the planar transportation systems according to any one of claims 1 to 16.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810639454.1A CN110616606A (en) | 2018-06-20 | 2018-06-20 | Plane traffic system and urban traffic system with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810639454.1A CN110616606A (en) | 2018-06-20 | 2018-06-20 | Plane traffic system and urban traffic system with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110616606A true CN110616606A (en) | 2019-12-27 |
Family
ID=68921012
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810639454.1A Pending CN110616606A (en) | 2018-06-20 | 2018-06-20 | Plane traffic system and urban traffic system with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110616606A (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101033598A (en) * | 2006-03-07 | 2007-09-12 | 程祖本 | Road equipment, signal lamp control and passing method for full circulation method crossroad |
| CN101256716A (en) * | 2008-04-11 | 2008-09-03 | 张南 | Road grade crossing non-conflict traffic mode arrangement and control method |
| CN102051845A (en) * | 2009-11-05 | 2011-05-11 | 胡昌碰 | Flat intersection left turn entrance lane removing method and method for driving on flat intersection left turn entrance lane |
| US20150117947A1 (en) * | 2012-06-13 | 2015-04-30 | Hongbing ZHOU | Traffic-light-free overpass at intersection |
| CN208594446U (en) * | 2018-06-20 | 2019-03-12 | 周立新 | Planar traffic system and Traffic Systems with it |
-
2018
- 2018-06-20 CN CN201810639454.1A patent/CN110616606A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101033598A (en) * | 2006-03-07 | 2007-09-12 | 程祖本 | Road equipment, signal lamp control and passing method for full circulation method crossroad |
| CN101256716A (en) * | 2008-04-11 | 2008-09-03 | 张南 | Road grade crossing non-conflict traffic mode arrangement and control method |
| CN102051845A (en) * | 2009-11-05 | 2011-05-11 | 胡昌碰 | Flat intersection left turn entrance lane removing method and method for driving on flat intersection left turn entrance lane |
| US20150117947A1 (en) * | 2012-06-13 | 2015-04-30 | Hongbing ZHOU | Traffic-light-free overpass at intersection |
| CN208594446U (en) * | 2018-06-20 | 2019-03-12 | 周立新 | Planar traffic system and Traffic Systems with it |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104408946B (en) | Method of controlling priority signal for right-turning vehicles on straight-going and right-turning shared lane at intersection | |
| CN105070080A (en) | Plane road intersection dispersion system without left turn conflict | |
| US3529284A (en) | Traffic control system and signal equipment for use therein | |
| CN102024329A (en) | Coordination control method for crossroad left-turning pre-signal and straight-going successive signal | |
| KR20070106184A (en) | Intersection structure and signal control method for effective allocation of car signal time | |
| JP2015524582A (en) | Traffic resource allocation method and system | |
| CN105957375A (en) | Traffic signal system and road intersection vehicle pass management method | |
| CN104775343A (en) | Method for improving traffic efficiency at plane crossroad | |
| CN101320518A (en) | Traffic control method for road junction and traffic signal controller | |
| CN103426314A (en) | Planar intersection canalization traffic system | |
| KR100195608B1 (en) | Crossing road and method of sign control | |
| CN111501447A (en) | Novel traffic system and urban traffic system with same | |
| KR100768751B1 (en) | A traffic signal controlling method on the three-way intersection | |
| CN105625125A (en) | Intersection structure of intersection and left circuit control method of intersection structure | |
| KR20010084923A (en) | Rotary-type Intersection that Accommodates Bus Stops | |
| CN203596107U (en) | Level-crossing canalized traffic system | |
| CN111477017A (en) | Technology for promoting safe passing of people and vehicles at urban main road intersection | |
| CN110616603A (en) | Plane traffic system and urban traffic system with same | |
| CN112211051A (en) | Signal-lamp-free four-side passable cross road system | |
| CN110616606A (en) | Plane traffic system and urban traffic system with same | |
| KR20110116478A (en) | The structure of the interchange without traffic lights | |
| CN109255946A (en) | A kind of pavement traffic lights regulation method | |
| CN110616608A (en) | Plane traffic system and urban traffic system with same | |
| CN111501448A (en) | Novel separated traffic system and urban traffic system with same | |
| KR101074508B1 (en) | U-turn system at a narrow crossroad |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |