CN110616608A

CN110616608A - Plane traffic system and urban traffic system with same

Info

Publication number: CN110616608A
Application number: CN201810639801.0A
Authority: CN
Inventors: 周立新; 贾志光
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-06-20
Filing date: 2018-06-20
Publication date: 2019-12-27

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 multiunit road sets up around an intersection, and wherein, at least a set of road in the multiunit road includes: a third right-turn down lane located within the straight down lane; the first right-turn uplink lane is communicated with the third right-turn downlink lane and is positioned in the uplink lane; the second right-turn uplink lane is communicated with the first right-turn uplink lane and the road which is adjacent to the road in the anticlockwise direction and is arranged on one side, far away from the intersection, of the safety island; and the reverse left-turn vehicle sequentially passes through an uplink lane, a third right-turn downlink lane, a first right-turn uplink lane and a second right-turn uplink lane of another road opposite to the road and then runs to an adjacent road clockwise to the road. 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

Plane traffic system and urban traffic system with same

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, and the condition of line crossing exists, 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 also 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 at least one set of roads among the plurality of sets of roads includes: a third right-turn down lane located within the straight down lane; the first right-turn uplink lane is communicated with the third right-turn downlink lane and is positioned in the uplink lane; the second right-turn uplink lane is communicated with the first right-turn uplink lane and the road which is adjacent to the road in the anticlockwise direction, and the second right-turn uplink lane is arranged on one side, far away from the intersection, of the safety island; and the reverse left-turn vehicle sequentially passes through an uplink lane, a third right-turn downlink lane, a first right-turn uplink lane and a second right-turn uplink lane of another road opposite to the road and then runs to an adjacent road clockwise to the road.

Further, a left turn up-link of the link 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 first right-turn up lane is located on a side of the first left-turn up lane away from the center of the road.

Further, at least one set of road in the multiple sets 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; and/or communicating the third right-turn down lane with the first right-turn up lane through a sub-alignment area for directing reverse left-turn vehicles traveling on the third right-turn down lane onto the first right-turn up 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.

Furthermore, the adjusting area also comprises a third adjusting lane, the first right-turn uplink lane and the second right-turn uplink lane are communicated through the third adjusting lane, and the third adjusting lane and the first right-turn uplink lane and the second right-turn uplink lane are arranged in an obtuse angle.

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, a first left turn signal lamp and a first reverse 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, when the first reverse left turn signal lamp turns on the green light for indication, the first straight signal lamp turns on the red light for indication; when the first reverse left turn signal lamp turns on the red light for indication, the first straight signal lamp turns on the green 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, at least one group of roads in the multiple groups of roads comprises a third right-turn downlink lane, a first right-turn uplink lane and a second right-turn uplink lane. Wherein the third right-turn down lane is located within the straight down lane. The first right-turn up lane is communicated with the third right-turn down lane, and the first right-turn up lane is located in the up lane. The second right-turn uplink lane is communicated with the first right-turn uplink lane and the road which is adjacent to the road in the anticlockwise direction, and the second right-turn uplink lane is arranged on one side, far away from the intersection, of the safety island. In this way, in the process of the reverse left-turn vehicle passing, the vehicle runs to the adjacent road clockwise to the road after sequentially passing through the uplink lane of the other road, the third right-turn downlink lane, the first right-turn uplink lane and the second right-turn uplink lane which are arranged opposite to the road, so that the reverse left-turn of the vehicle is realized. In the process, the vehicle firstly enters the road opposite to the vehicle and then turns right to the road adjacent to the vehicle in the clockwise direction, so that the left turn of the vehicle is realized, the phenomena of collision and friction between the straight vehicle and the left-turn vehicle are avoided, the problems that the vehicles on the uplink lane and the left-turn lane of the traffic system in the prior art are easy to collide and cause traffic accidents are solved, and the safety factor 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 an embodiment of a flat traffic system according to the invention;

fig. 2 shows a left-turn travel route diagram of the flat traffic system in fig. 1;

fig. 3 shows a reverse left-turn roadmap of the flat traffic system of fig. 1; and

fig. 4 shows a right-hand route diagram of the flat traffic system in fig. 1.

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; 38. reverse left turn lane; 40. a conditioning region; 41. a first adjustment lane; 42. a second adjustment lane; 43. a third lane adjustment; 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; 81. a third right-turn down lane; 82. a first right-turn uplink lane; 83. a second right-turn up lane.

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.

As shown in fig. 1 and 3, the flat traffic system includes four sets of roads and four safety islands 10, and the four sets of roads are disposed around one intersection 20, wherein each set of roads includes a third right-turn down lane 81, a first right-turn up lane 82, and a second right-turn up lane 83. Wherein the third right-turn down lane 81 is located within the straight down lane 33. The first right-turn up lane 82 is in communication with the third right-turn down lane 81, and the first right-turn up lane 82 is located within the up lane 32. The second right-turn up-run lane 83 communicates with the first right-turn up-run lane 82 and the road adjacent thereto in the counterclockwise direction, and the second right-turn up-run lane 83 is provided on the side of the safety island 10 away from the intersection 20. The reverse left-turn vehicle sequentially passes through the uplink lane 32, the third right-turn downlink lane 81, the first right-turn uplink lane 82 and the second right-turn uplink lane 83 of the other road opposite to the road and then runs to the adjacent road clockwise to the road.

By applying the technical scheme of the embodiment, in the process of the reverse left-turn vehicle passing, the vehicle sequentially passes through the uplink lane 32 of another road, the third right-turn downlink lane 81, the first right-turn uplink lane 82 and the second right-turn uplink lane 83 which are arranged opposite to the road, and then runs to the adjacent road clockwise to realize the reverse left-turn of the vehicle. In the process, the vehicle firstly enters the road opposite to the vehicle and then turns right to the road adjacent to the vehicle in the clockwise direction, so that the left turn of the vehicle is realized, the phenomena of collision and friction between the straight vehicle and the left-turn vehicle are avoided, the problems that the vehicles on the uplink lane and the left-turn lane of the traffic system in the prior art are easy to collide and cause traffic accidents 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, the right-turn uplink lane 37, and the reverse left-turn lane 38 are all provided with road surface monitors.

In the present embodiment, the planar traffic system is an eleven-lane system.

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.

In this embodiment, a large vehicle such as a bus can make a reverse left turn in the plane transit system to realize a left turn at the intersection 20. Meanwhile, for the condition that small and medium-sized vehicles such as domestic vehicles do not aim at directly turning left at the intersection 20, the plane traffic system in the embodiment can be adopted, and the vehicles can turn around on the next road and then drive back to the intersection 20 along the right-turn lane to turn right, so that the vehicles can finally turn left.

In the embodiment, the driving direction of the direct left turning is changed into the straight driving, then the turning is carried out and then the right turning is carried out, so that the cross driving of the left turning vehicle and the straight driving vehicle is effectively avoided, the traffic accidents can be reduced, and the passing speed is improved. Meanwhile, the lines of the plane traffic system in the embodiment are just staggered, the condition that the driving lines are crossed does not exist, and the frequency of traffic accidents can be reduced.

As shown in fig. 2, the left-turn up-road of the road 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. The second left-turn up lane 34 communicates with the first left-turn up lane 31, and the second left-turn up lane 34 is disposed between the right-turn down lane 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.

Specifically, 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 an adjacent road clockwise to the road, and then 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), so that the phenomena of collision and friction between the straight-going vehicle and the left-turn vehicle cannot occur, the problems that in the prior art, the collision between the uplink lane of the traffic system and the vehicle on the left-turn lane is easy to occur, and the traffic accident is easy to occur are solved, and the safety factor of the traffic system is improved.

As shown in fig. 2 and 3, the first right-turn upper lane 82 is located on the side of the first left-turn upper lane 31 away from the center of the road. Specifically, the first right-turn up lane 82 and the first left-turn up lane 31 are both located within the up lane 32, and the vehicle is able to make a right turn on the first right-turn up lane 82 and a left turn on the first left-turn up lane 31 to meet different travel route requirements of the vehicle.

As shown in fig. 2 and 3, each set of roads also includes a tuning area 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. Meanwhile, the third right-turn down lane 81 and the first right-turn up lane 82 are communicated through a sub-adjustment zone for guiding a reverse left-turn vehicle traveling on the third right-turn down lane 81 onto the first right-turn up lane 82. 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. Meanwhile, when the first left-turn uplink lane 31 cannot pass through, the vehicle can turn around from the third right-turn downlink lane 81 to the first right-turn uplink lane 82, so that the vehicle turning to the left reversely cannot influence the normal running of the vehicle on the straight downlink lane 33 and the first left-turn uplink lane 31.

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.

Specifically, when the vehicle running in the third right-turn down lane 81 needs to turn around, it is first observed whether the first left-turn up lane 31 can pass through, when the first left-turn up lane 31 can pass through, the vehicle needs to stop in the sub-regulation area to wait, and then runs into the first right-turn up lane 82 when the first left-turn up lane 31 cannot pass through.

As shown in fig. 2, the sub-adjustment zone includes a first adjustment lane 41, and the first adjustment lane 41 is disposed at an obtuse angle with 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. 2, 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. 3, the adjustment zone further includes a third adjustment lane 43, the first right-turn uplink lane 82 and the second right-turn uplink lane 83 are communicated through the third adjustment lane 43, and the third adjustment lane 43 is disposed at an obtuse angle with respect to the first right-turn uplink lane 82 and the second right-turn uplink lane 83. The first right-turn uplink lane 82 is arranged in parallel with the second right-turn uplink lane 83, and the first right-turn uplink lane 82 is arranged near the center of the road relative to the second right-turn uplink lane 83, 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 right-turn uplink lane 83.

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 reverse left-turn lane 38, the right side of the isolation strip 60 is sequentially provided with a reverse left-turn lane 38, three straight-going uplink lanes 321 and a right-turn uplink lane 37, and the right side of the right-turn uplink lane 37 is provided with the auxiliary channel 50. The left side of the isolation belt 60 is provided with a third right-turn down lane 81, three straight down lanes 33, a second left-turn up lane 34 and a 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 321 closest to the isolation belt 60, the second left-turn uplink lane 34 is located between the right-turn downlink lane 35 and the straight downlink lane 33, and the right-turn downlink lane 35 is communicated with the second right-turn uplink lane 83. 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. When the vehicle running on the third right-turn down lane 81 needs to turn left, and the first left-turn up lane 31 is in the impassable state, the vehicle continues to run into the first right-turn up lane 82 again, and runs into the second right-turn up lane 83 through the first right-turn up lane 82, so as to realize the reverse left-turn of the vehicle.

As shown in fig. 1 and 2, 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, a first left turn signal lamp and a first reverse 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 this embodiment, when the first reverse left turn signal lamp turns on the green light for indication, the first straight signal lamp turns on the red light for indication; when the first reverse left turn signal lamp turns on the red light for indication, the first straight signal lamp turns on the green light for 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 this embodiment, taking a 120s traffic light cycle as an example, the display conditions of the traffic lights of the plane traffic system are as follows:

in the east-west direction:

a. on the ascending lane 32 and the straight descending lane 33: the green light of the second straight-going signal lamp is turned on within 0-50 s, and the red light of the second straight-going signal lamp is turned on within 60-120 s;

b. on the ascending lane 32 and the straight descending lane 33: the green light of the third left turn signal lamp is turned on within 0-25 s, and the red light of the third left turn signal lamp is turned on within 25-120 s;

c. on the sub-adjustment region: the green light of the first straight signal light is turned on within 0-45 s, the red light of the first straight signal light is turned on within 45-105 s, and the green light of the first straight signal light is turned on again within 105-120 s;

d. on the sub-adjustment region: the red light of the first left turn signal lamp is lighted for 0-100 s, and the green light of the first left turn signal lamp is lighted for 100-120 s;

e. on the sub-adjustment region: the red light of the first reverse left turn signal lamp is turned on within 0-45 s, the green light of the first straight signal lamp is turned on within 45-105 s, and the red light of the first straight signal lamp is turned on again within 105-120 s;

f. on the auxiliary channel 50: the green light of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp is lighted in 0-60 s, and the red light of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp is lighted in 60-120 s. The first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp work synchronously.

In the north-south direction:

a. on the ascending lane 32 and the straight descending lane 33: the red light of the second straight-going signal lamp is turned on within 0-60 s, and the green light of the second straight-going signal lamp is turned on within 60-120 s;

b. on the ascending lane 32 and the straight descending lane 33: the red light of the third left turn signal lamp is turned on within 0-60 s, the green light of the third left turn signal lamp is turned on within 60-85 s, and the red light of the third left turn signal lamp is turned on again within 85-120 s;

c. on the sub-adjustment region: the red light of the first straight signal lamp is turned on within 0-45 s, the green light of the first straight signal lamp is turned on within 45-105 s, and the red light of the first straight signal lamp is turned on again within 105-120 s;

d. on the sub-adjustment region: the red light of the first left turn signal lamp is turned on within 0-40 s, the green light of the first left turn signal lamp is turned on within 40-60 s, and the red light of the first left turn signal lamp is turned on again within 60-120 s;

e. on the sub-adjustment region: the green light of the first reverse left turn signal lamp is turned on within 0-45 s, the red light of the first straight signal lamp is turned on within 45-105 s, and the green light of the first straight signal lamp is turned on again within 105-120 s;

f. on the auxiliary channel 50: the red lights of the first pedestrian and non-motor vehicle signal lights and the second pedestrian and non-motor vehicle signal lights are lighted for 0-60 s, and the green lights of the first pedestrian and non-motor vehicle signal lights and the second pedestrian and non-motor vehicle signal lights are lighted for 60-120 s. The first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp work synchronously.

In the present embodiment, the traveling steps of the left-turn upstream vehicle through the intersection 20 are as follows:

1. the vehicle travels from the first left-turn up lane 31 to the front of the sub-regulation zone;

2. when the first left-turn signal lamp of the sub adjusting area is a red lamp, the left-turn vehicle stops and waits in front of the sub adjusting area. When the first left-turn signal lamp of the sub-adjustment area is green, the left-turn vehicle passes through the sub-adjustment area and enters the second left-turn uplink lane 34 after lane change;

3. the vehicle travels on the second left-turn up lane 34 to the 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 steps of travel of a reverse left turn vehicle through the intersection 20 are as follows:

1. the vehicle travels from the third right-turn down lane 81 of a road to the front of the sub-regulation zone;

2. when the first straight-driving signal lamp of the sub-adjusting area is a red lamp, the straight-driving vehicle stops in front of the sub-adjusting area to wait; when the first straight-driving signal lamp of the sub-adjusting area is a green lamp, the straight-driving vehicle travels straight through the sub-adjusting area and drives forwards;

3. the time difference exists between the first straight-going signal lamp of the sub-adjustment area and the second straight-going signal lamp of the intersection 20, and the straight-going vehicle can directly pass through the intersection 20 without stopping for a second time in the intersection 20 according to the recommended speed of the sub-adjustment area;

4. the vehicle passes through the intersection 20 to travel in front of the sub regulation area of another road opposite to the road;

5. when the first reverse left turn signal lamp of the sub-adjusting area is a red lamp, the vehicle stops in front of the sub-adjusting area to wait; when the first reverse left turn signal lamp of the sub-adjustment area is green, the vehicle turns around in the sub-adjustment area and runs to the first right turn uplink lane 82;

6. the vehicle travels to the intersection 20 just passed by and can travel to the target lane by turning right.

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.

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 the reverse left-turn vehicle passing, the vehicle sequentially passes through an uplink lane of another road arranged opposite to the road, a third right-turn downlink lane of the road, a first right-turn uplink lane and a second right-turn uplink lane and then runs onto an adjacent road in the clockwise direction of the road, so that the reverse left-turn of the vehicle is realized. In the process, the vehicle firstly enters the road opposite to the vehicle and then turns right to the road adjacent to the vehicle in the clockwise direction, so that the left turn of the vehicle is realized, the phenomena of collision and friction between the straight vehicle and the left-turn vehicle are avoided, the problems that the vehicles on the uplink lane and the left-turn lane of the traffic system in the prior art are easy to collide and cause traffic accidents are solved, and the safety factor 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

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 at least one of the plurality of groups of roads comprises:

a third right-turn down lane (81) located within the straight down lane (33);

a first right-turn up-run lane (82) in communication with the third right-turn down-run lane (81), the first right-turn up-run lane (82) being located within an up-run lane (32);

a second right-turn up-run lane (83) communicating with the first right-turn up-run lane (82) and an adjacent road in a counterclockwise direction of the road, the second right-turn up-run lane (83) being provided on a side of the safety island (10) away from the intersection (20);

the reverse left-turn vehicle sequentially passes through an uplink lane (32) of another road opposite to the road, the third right-turn downlink lane (81), the first right-turn uplink lane (82) and the second right-turn uplink lane (83) and then runs to an adjacent road in the clockwise direction of the road.

2. The planar transit system of claim 1, wherein the left-turn up-link of the roadway comprises:

a first left-turn up-run lane (31) that is a preset distance away from the intersection (20), and the first left-turn up-run lane (31) is located within an up-run lane;

a second left-turn up-run lane (34) in communication with the first left-turn up-run lane (31), the second left-turn up-run lane (34) disposed between a right-turn down-run lane and the straight down-run 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.

3. The planar transit system according to claim 2, characterized in that the first right-turn up-going lane (82) is located on the side of the first left-turn up-going lane (31) that is far from the centre of the road.

4. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:

a regulation zone (40), said regulation zone (40) comprising a sub-regulation zone through which said first left-turn up lane (31) and said second left-turn up lane (34) are put into communication, said sub-regulation zone being intended to guide said left-turn up vehicles travelling on said first left-turn up lane (31) onto said second left-turn up lane (34); and/or

Communicating the third right-turn down lane (81) with the first right-turn up lane (82) through the sub-adjustment zone for directing the reverse left-turn vehicle traveling on the third right-turn down lane (81) onto the first right-turn up lane (82).

5. The planar traffic system according to claim 4, 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).

6. The planar transit system of claim 5, wherein the adjustment zone 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).

7. The planar transit system according to claim 4, characterized in that the adjustment zone (40) further comprises a third adjustment lane (43), the first right-turn up-going lane (82) and the second right-turn up-going lane (83) being connected by the third adjustment lane (43), and the third adjustment lane (43) being arranged at an obtuse angle to the first right-turn up-going lane (82) and the second right-turn up-going lane (83).

8. The planar transit system according to claim 2, characterized in that the right-turn down lane (35) of at least one of the 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.

9. The planar transit system of claim 8, 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).

10. The planar transit system of claim 4, 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.

11. Plane traffic system according to claim 10, 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.

12. The planar transit system of claim 4, 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.

13. Planar traffic system according to claim 12,

the first traffic signal lamp (71) comprises a first straight signal lamp, a first left turn signal lamp and a first reverse left turn signal lamp;

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).

14. The flat traffic system according to claim 13, wherein the first straight signal 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 signal light.

15. The flat traffic system according to claim 13, 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.

16. The planar transit system of claim 13, 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.

17. The planar traffic system of claim 13, wherein the first straight signal light turns on red light indication when the first reverse left turn signal light turns on green light indication; when the first reverse left turn signal lamp turns on the red light for indication, the first straight signal lamp turns on the green light for indication.

18. The planar transit system of claim 4, 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.

19. The planar transit system of claim 2, 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.

20. The planar transit system of claim 2, 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.

21. An urban transportation system comprising a plurality of the planar transportation systems according to any one of claims 1 to 20.