CN111501447A

CN111501447A - Novel traffic system and urban traffic system with same

Info

Publication number: CN111501447A
Application number: CN201910092665.2A
Authority: CN
Inventors: 周立新; 贾志光
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-01-30
Filing date: 2019-01-30
Publication date: 2020-08-07

Abstract

The invention provides a novel traffic system and an urban traffic system with the same. Wherein, novel traffic system includes the multiunit road, and the multiunit road sets up around an intersection, and wherein, the ascending road of at least a set of road in the multiunit road 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; a straight uplink lane located in the uplink lane and located on one side of the first left-turn uplink lane; the left-turn uplink vehicle runs on the adjacent road clockwise to the road after passing through the first left-turn uplink lane and the second left-turn uplink lane in sequence, and the straight-going vehicle runs on the opposite road through the straight-going uplink lane. The invention solves the problem that the traffic jam of the left-turn lane of the intersection is serious in the prior art.

Description

Novel traffic system and urban traffic system with same

Technical Field

The invention relates to the technical field of road traffic, in particular to a novel traffic system and an urban traffic system with the same.

Background

At present, with the improvement of living standard of people, more and more vehicle families bring huge pressure to urban traffic, especially a left-turn lane of a crossroad, the traffic jam phenomenon is particularly serious, and the passing efficiency of vehicles at the crossroad is influenced. In the prior art, corresponding measures are taken to improve the traffic fluency of the intersection, however, the effect is not obvious, and the intersection still has a relatively serious traffic jam phenomenon.

Disclosure of Invention

The invention mainly aims to provide a novel traffic system and an urban traffic system with the same, and aims to solve the problem that traffic efficiency of the traffic system is affected due to serious traffic jam of a left-turn lane of a crossroad in the prior art.

In order to achieve the above object, according to one aspect of the present invention, there is provided a novel traffic system including a plurality of sets of roads, the plurality of sets of roads being disposed around an intersection, wherein an ascending 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 straight uplink lane is positioned in the uplink lane and is positioned on one side of the first left-turn uplink lane; the left-turn uplink vehicle runs on the adjacent road clockwise to the road after passing through the first left-turn uplink lane and the second left-turn uplink lane in sequence, and the straight-going vehicle runs on the opposite road through the straight-going uplink lane.

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, 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, 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; and the sixth traffic signal lamp 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 and a third left-turn signal lamp; the fifth traffic signal lamp comprises a third straight-going signal lamp; the sixth 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 connecting line of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp is perpendicular to the straight lane, and the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are respectively positioned on two sides of the straight 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.

Further, the first left turn signal lamp starts a green light indication within a fourth preset time before the red light of the second straight signal lamp is turned off.

Furthermore, the third straight-going signal lamp turns on the green light to indicate when the first left turn signal lamp turns on the red light, and turns on the red light to indicate when the first left turn signal lamp turns on the green light.

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: the auxiliary channel is perpendicular to the extending direction of the road, the two side road teeth of the road are communicated through the auxiliary channel, and pedestrians or non-motor vehicles pass through the auxiliary channel between the two side road teeth of the road.

Further, the width of the auxiliary passage (50) may be extended in the vehicle traveling direction, and the green time of the sixth traffic signal lamp (76) is decreased as the width of the auxiliary passage (50) is increased.

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.

According to another aspect of the invention, an urban traffic system is provided, which comprises the novel traffic system, and the novel traffic system is multiple.

By applying the technical scheme of the invention, the uplink roads of a group of roads arranged at the intersection comprise a first left-turn uplink lane, a second left-turn uplink lane and a straight uplink lane. Like this, the left-turn uplink vehicle loops through first left-turn uplink lane and second left-turn uplink lane and then travels to the road clockwise adjacent to the road, the straight going vehicle travels to the opposite road through the straight going uplink lane, then the straight going uplink lane does not intersect with the route of first left-turn uplink lane, can pass simultaneously, and then the latency of left-turn uplink vehicle has been shortened, avoid the left-turn uplink lane to take place to block up and influence novel traffic system's current efficiency, and then solved among the prior art that the left-turn lane traffic congestion of intersection is comparatively serious, influence the problem of traffic system current efficiency.

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 illustrates a road surface layout diagram of a first embodiment of the novel transportation system according to the present invention;

FIG. 2 illustrates a left turn roadmap for the novel transportation system of FIG. 1;

FIG. 3 illustrates a straight-line roadmap for the novel transportation system of FIG. 1;

FIG. 4 is a state diagram illustrating a left turn vehicle traveling from a first left turn up lane to a second left turn up lane in accordance with one embodiment;

FIG. 5 is a state diagram illustrating the traffic passing through an intersection according to one embodiment;

FIG. 6 is a state diagram illustrating a straight-ahead vehicle passing through a regulation zone in accordance with one embodiment;

FIG. 7 shows a road surface layout diagram of a second embodiment of the novel transportation system according to the invention;

FIG. 8 illustrates a non-motor straight-through roadmap for the novel transportation system of FIG. 7;

FIG. 9 is a state diagram illustrating the new traffic system of FIG. 7 with the non-motor vehicle traveling to the pedestrian and non-motor vehicle waiting areas;

FIG. 10 is a state diagram illustrating the driving of a non-motor vehicle in the auxiliary aisle of the novel transportation system of FIG. 7;

FIG. 11 is a state diagram illustrating the passage of a non-motor vehicle through an intersection in the novel transportation system of FIG. 7;

FIG. 12 shows a road surface layout diagram of a third embodiment of the novel transportation system according to the invention;

FIG. 13 illustrates a left turn roadmap for the novel transportation system of FIG. 12;

FIG. 14 illustrates a right turn roadmap for the novel transit system of FIG. 12;

fig. 15 is a diagram showing a state in which the left-turn vehicle travels from the first left-turn ascending lane to the second left-turn ascending lane in the third embodiment;

FIG. 16 is a state diagram showing the vehicle passing through the intersection in the third embodiment;

FIG. 17 is a diagram showing a state in which a straight-ahead vehicle passes through an adjustment area in the third embodiment;

FIG. 18 is a diagram showing a state in which the vehicle in the rightmost lane passes through the adjustment region in the fourth embodiment;

fig. 19 is a state diagram showing the vehicle passing through the adjustment region in the rightmost lane in the fifth embodiment;

FIG. 20 is a diagram showing a state in which a left-turn vehicle and a straight-ahead vehicle pass through an adjustment region in the sixth embodiment;

FIG. 21 is a view showing a state in which a vehicle turning left around and a straight-ahead vehicle pass through an adjustment area in the sixth embodiment;

fig. 22 is a route diagram showing a left turn of the left turn vehicle in the sixth embodiment;

FIG. 23 is a diagram showing a state in which a vehicle turning left, going straight, and turning right passes through an adjustment region in the seventh embodiment;

fig. 24 is a diagram showing a state in which a vehicle turning around left and running straight right passes through the adjustment area in the seventh embodiment.

Wherein the figures include the following reference numerals:

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; 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; 51. pedestrian and non-motor vehicle waiting areas; 60. an isolation zone; 71. a first traffic light; 72. a second traffic light; 75. a fifth traffic light; 76. a sixth 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 problem that traffic system traffic efficiency is influenced because a left-turn lane of a crossroad is relatively seriously blocked in the prior art, the application provides a novel traffic system and an urban traffic system with the same.

As shown in fig. 1 to 6, the new traffic system includes four sets of roads, which are disposed around an intersection 20, wherein the ascending roads of each set of roads include a first left-turn ascending lane 31, a second left-turn ascending lane 34, and a straight ascending lane 321. 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 straight ascending lane 321 is located within the ascending lane 32, and the straight ascending lane 321 is located on one side of the first left-turn ascending lane 31. The left-turn uplink vehicle passes through the first left-turn uplink lane 31 and the second left-turn uplink lane 34 in sequence and then runs to the adjacent road clockwise, and the straight-going vehicle runs to the opposite road through the straight-going uplink lane 321.

By applying the technical scheme of the embodiment, the left-turn uplink vehicle runs to the adjacent road clockwise after passing through the first left-turn uplink lane 31 and the second left-turn uplink lane 34 in sequence, the straight-going vehicle runs to the opposite road through the straight-going uplink lane 321, the straight-going uplink lane 321 and the first left-turn uplink lane 31 are not crossed, and the left-turn uplink vehicle can simultaneously run, so that the waiting time of the left-turn uplink vehicle is shortened, the situation that the left-turn uplink lane is jammed to influence the running efficiency of a novel traffic system is avoided, and the problems that the traffic jam of the left-turn lane at the intersection is serious and the running efficiency of the traffic system is influenced in the prior art are solved.

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, and the right-turn uplink lane 37 are each provided with a road surface monitor.

In this embodiment, straight vehicles, right-turn vehicles, and left-turn vehicles at the intersection 20 can travel on the road simultaneously, each traveling on its own road, without interfering with each other. Meanwhile, the novel traffic system in the embodiment cancels the special time for left-turn traffic of 20 vehicles at the intersection, and shortens the waiting time of the waiting vehicles.

In this embodiment, the road has eight lanes in both directions, and a left-turn vehicle makes a left-turn at the intersection 20 after entering the second left-turn up lane 34 of the road via the first left-turn up lane 31. Here, the traveling route of the left-turn vehicle at the intersection 20 does not intersect with the traveling route of the straight-ahead vehicle at the intersection 20.

The number of roads using the traffic method is not limited to this. Optionally, one or two or three groups of roads in the novel traffic system adopt the passing mode.

As shown in fig. 1 and 2, 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. 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, the arrangement of the sub-adjusting area enables the vehicle to save the vehicle starting time when passing through the intersection 20, and further improves the passing efficiency of the intersection 20.

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. 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. 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-going downlink lane 331 can be smoothly switched to the second straight-going downlink lane 332 through the second adjustment lane 42, and the driving smoothness of the novel traffic system is improved.

As shown in fig. 1 and 2, 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. Like this, separate ascending lane 32 and direct downward lane 33 through median 60, prevent that the vehicle on ascending lane 32 and the direct downward lane 33 from going disorderly unordered, and then promote novel traffic system's security, smoothness nature, prevent to take place the traffic jam. In this way, the sub-regulation zones interrupt isolation belt 60, and vehicles in regulation zone 40 are prevented from parking or running on isolation belt 60 to affect the normal operation of the novel 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 straight 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 novel traffic system.

In this embodiment, each set of roads further includes a right-turn uplink lane 37, two 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, a second left-turn up lane 34 and a 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 two straight uplink lanes 321 closest to the isolation belt 60. When the vehicle running on the first left-turn uplink lane 31 needs to turn left, the vehicle changes the lane to enter the adjustment area, when the straight downlink lane 33 is in the impassable state, the vehicle continues to run into the second left-turn uplink lane 34 again, and then runs into the adjacent road clockwise to the road through the second left-turn uplink lane 34, so as to realize the left turn of the vehicle. Meanwhile, the vehicle can go straight on another straight-going upward lane 321, so that the left-turning vehicle cannot interfere with the straight-going vehicle to cause vehicle scratch or collision, and the traffic rate and the safety of the novel traffic system are improved.

As shown in fig. 1, each group of roads further includes a first traffic signal lamp 71, a second traffic signal lamp 72, a fifth traffic signal lamp 75, and a sixth traffic signal lamp 76. The first traffic light 71 is used to indicate the driving state of the vehicle driving in the sub regulation zone. The second traffic signal 72 is used to indicate the driving state of the vehicle traveling at the intersection 20. The fifth traffic light is used to indicate the driving state of the vehicle driving in the second adjustment lane 42. The sixth traffic light 76 is used to indicate pedestrian and non-motor traffic. Like this, each traffic signal lamp is used for instructing the travel state in corresponding lane respectively, and then guarantees the going on in order of novel traffic system.

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 up lane 32 and the second left turn up lane 34 are not drivable, and can be driven when the green light is on. When the red light of the fifth traffic signal light 75 is on, the vehicle of the straight-traveling down lane 33 cannot travel, and when the green light is on, the vehicle can travel. When the red light of the sixth traffic signal light 76 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 novel traffic system's orderliness and smoothness nature. 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 and a third left turn signal lamp, and the fifth traffic signal lamp 75 includes a third straight signal lamp. The sixth traffic signal lights 76 include first pedestrian and non-motor signal lights and second pedestrian and non-motor signal lights.

In this embodiment, the first left turn signal lamp turns on the green light for a first preset time before the first straight signal lamp, and the first left turn signal lamp turns on the red light for a second preset time before the first straight signal lamp. Thus, when the first left turn signal lamp turns on the green light, the vehicle of the first left turn upper lane 31 changes lane to the first adjustment lane 41 to travel into the second left turn upper lane 34, when the first right turn signal lamp turns on the green light, the vehicle of the straight upper lane 321 travels forward through the adjustment zone 40, when the red light of the first left turn signal lamp turns on, the vehicle of the first left turn upper lane 31 is prohibited from passing, and when the red light of the first right turn signal lamp turns on, the vehicle of the straight upper lane 321 is prohibited from passing.

Optionally, the first preset time is 0-10 s, and the second preset time is 10-30 s.

In this embodiment, the second straight-going signal lamp starts the green light indication after a third preset time lags behind the first straight-going signal lamp, and the second straight-going signal lamp starts the red light indication after a fourth 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 the 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 promotes novel traffic system's smoothness nature and security. Further, the vehicle travels from the sub-regulation zone to the intersection 20 at the recommended vehicle speed during the third preset time and the fourth preset time.

In this embodiment, the green light indication of the second straight signal light and the second left turn signal light are turned on simultaneously, and the red light indication of the second left turn signal light is turned on earlier than the second straight signal light by a fifth preset time. Thus, the arrangement ensures that the left-turning vehicle and the straight-driving vehicle do not generate route interference.

Optionally, the fifth preset time is 5-30 s.

In this embodiment, the traffic light of the third straight traffic light is completely opposite to that of the first left-turn traffic light, that is, when the first left-turn traffic light displays a red light, the third straight traffic light displays a green light; when the first left turn signal and the like display green lights, the third straight traveling signal light displays red lights, so that the vehicles in the adjusting area can not collide.

In this embodiment, the left turn individual transit time of the second traffic light 72 at the intersection 20 may be cancelled, incorporating the left turn time into the straight travel time.

In this embodiment, each road 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.

As shown in fig. 1 to 3, each set of roads further includes an auxiliary channel 50. The auxiliary channel 50 is perpendicular to the extending direction of the road, the auxiliary channel 50 communicates with two lateral curbs of the road, and pedestrians or non-motor vehicles pass between the two lateral curbs of the road through the auxiliary channel 50. Wherein pedestrians and non-motor vehicles can pass through the road through the auxiliary passage 50 to realize circulation of pedestrians and non-motor vehicles on each group of roads.

In this embodiment, each set of roads also includes a first 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. 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.

In this embodiment, each set of roads also includes zebra stripes 300. Wherein zebra stripes 300 are provided on auxiliary channel 50.

As shown in fig. 4 to 6, in particular, the new traffic system operates as follows:

driving of the left-turn vehicle through the intersection 20:

a. the vehicle travels from the first left-turn up lane 31 to the front of the sub-alignment area.

b. When the first left-turn signal lamp of the sub-adjusting area is a red lamp, the left-turn vehicle stops in front of the sub-adjusting area to wait; when the first left turn signal light of the sub-alignment area is green, the left turn vehicle passes through the sub-alignment area and is lane-changed to enter the second left turn up lane 34.

c. The vehicle travels on the second left-turn up lane 34 to the front of the intersection 20.

d. When the third left turn signal lamp of the intersection 20 is a red lamp, the vehicle stops in front of the intersection 20 to wait; when the third left turn signal light of the intersection 20 is a green light, the vehicle is traveling at the intersection 20 with a left turn.

e. When the third straight-ahead signal light of the adjustment area is a red light, the vehicle stops in front of the second adjustment lane 42 to wait; when the third straight-ahead signal lamp of the regulation area is green, the vehicle continues to travel after passing through the second regulation lane 42.

And (3) the running step of the straight running vehicle passing through the intersection:

a. the vehicle travels from the straight uplink lane 321 to the front of the sub-alignment area.

b. 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.

c. The first straight signal lamp of the sub-regulation area and the second straight signal lamp of the intersection 20 have a time difference, and the straight vehicle can directly pass through the intersection 20 at the intersection 20 without stopping for a second time by running according to the recommended vehicle speed displayed on the recommended vehicle speed indicator of the sub-regulation area.

d. The second straight-ahead signal of the intersection 20 is different in time from the third straight-ahead signal of the alignment area 40, and the straight-ahead vehicle does not need to stop again before the alignment area after passing through the intersection 20.

In this embodiment, taking a 100s traffic light cycle as an example, the traffic light of the new traffic system has the following display conditions:

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 50-100 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 0-15 s, and the red light of the third left turn signal lamp is turned on within 15-100 s;

c. on the sub-adjustment region: the green light of the first straight signal light is turned on within 0-35 s, the red light of the first straight signal light is turned on within 35-85 s, and the green light of the first straight signal light is turned on again within 85-100 s;

d. on the sub-adjustment region: the red light of the first left turn signal lamp is turned on within 0-80 s, and the green light of the first left turn signal lamp is turned on within 80-100 s;

e. on the adjustment region: the green light of the third straight-going signal lamp is turned on within 0-80 s, and the red light of the third straight-going signal lamp is turned on within 80-100 s;

f. on the auxiliary channel 50: the red lights of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are lighted at 0-15 s, the green lights of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are lighted at 15-50 s, and the red lights of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are lighted again at 50-100 s.

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 0-50 s, and the green light of the second straight-going signal lamp is turned on within 50-100 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 0-50 s, the green light of the third left turn signal lamp is turned on within 50-65 s, and the red light of the third left turn signal lamp is turned on again within 65-100 s;

c. on the sub-adjustment region: the red light of the first straight signal lamp is turned on within 0-35 s, the green light of the first straight signal lamp is turned on within 35-85 s, and the red light of the first straight signal lamp is turned on again within 85-100 s;

d. on the sub-adjustment region: the red light of the first left turn signal lamp is turned on within 0-30 s, the green light of the first left turn signal lamp is turned on within 30-50 s, and the red light of the first left turn signal lamp is turned on again within 50-100 s;

e. on the adjustment region: the green light of the third straight-going signal lamp is turned on within 0-30 s, the red light of the third straight-going signal lamp is turned on within 30-50 s, and the green light of the third straight-going signal lamp is turned on again within 50-100 s;

f. on the auxiliary channel 50: the red light of the signal lamp of the first pedestrian and the non-motor vehicle and the signal lamp of the second pedestrian and the non-motor vehicle is lighted within 30-65 s, and the green light of the signal lamp of the first pedestrian and the non-motor vehicle and the signal lamp of the second pedestrian and the non-motor vehicle is lighted within 65-100 s

Example two

The novel traffic system in the second embodiment is different from the first embodiment in that: the width of the auxiliary passageway 50 can be widened in the direction of vehicle travel to increase the pedestrian and non-motor waiting area 51 and the second pedestrian and non-motor signal lights.

As shown in fig. 7 to 8, the auxiliary passage is widened along a direction perpendicular to the passing direction of pedestrians and non-motor vehicles, and a pedestrian and non-motor vehicle waiting area 51 is added, and a second pedestrian and non-motor vehicle signal lamp is added, and the second pedestrian and non-motor vehicle signal lamp is arranged in the auxiliary passage and is used for indicating the passing state of the pedestrians and the non-motor vehicles in the auxiliary passage.

As shown in fig. 7 to 8, the general range of the pedestrian and non-motor vehicle waiting area 51 in the south direction is marked (the mark is only used as an illustration, no mark is marked on the actual road, and the pedestrian and the non-motor vehicle wait for the signal lamp indication before the stop line), and when the signal lamp of the second pedestrian and the non-motor vehicle is red, the pedestrian and the non-motor vehicle wait side by side in the pedestrian and non-motor vehicle waiting area 51; when the signal lamps of the second pedestrians and the non-motor vehicles are changed into green lamps, the pedestrians and the non-motor vehicles can rapidly pass through the intersection side by side, and a large amount of time spent by the pedestrians and the non-motor vehicles in queuing to pass through the intersection is saved.

As shown in fig. 9 to 11, the pedestrian and the non-motor vehicle have a larger width in the waiting area 51, and the pedestrian and the non-motor vehicle can rapidly pass side by side, so that the green time of the signal lamp of the second pedestrian and the non-motor vehicle can be shortened, the redundant time can be distributed to the green time of the second left turn signal lamp, and the traffic volume of the motor vehicle can be increased.

Specifically, the non-motor vehicle passing steps in this embodiment are as follows:

a. non-motor vehicles running on non-motor vehicle lanes outside motor vehicle lanes

b. When the signal lamps of the first pedestrian and the non-motor vehicle are red lamps, the non-motor vehicle waits in a queue in a non-motor vehicle lane; when the first pedestrian and non-motor vehicle signal light turns to green, the non-motor vehicle travels to the pedestrian and non-motor vehicle waiting area 51

c. When the signal lamps of the second pedestrians and the non-motor vehicles are red lamps, the non-motor vehicles wait side by side in the pedestrian and non-motor vehicle waiting area 51 (no long queue is needed); when the signal lights of the second pedestrian and the non-motor vehicle turn to green lights, the non-motor vehicles run side by side through the intersection.

In this embodiment, taking the 100s traffic light cycle east-west direction as an example, the traffic signal lights of the new traffic system have the following display conditions:

in the east-west direction:

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 0-30 s, and the red light of the third left turn signal lamp is turned on within 30-100 s;

f. on the auxiliary channel 50: the green light of the first pedestrian and non-motor vehicle signal lamp is turned on within 0-30 s, and the red light of the first pedestrian and non-motor vehicle signal lamp is turned on within 30-100 s;

g. on the auxiliary channel 50: the red lights of the second pedestrian and non-motor vehicle signal lamps are turned on within 0-35 s, the green lights of the first pedestrian and non-motor vehicle signal lamps are turned on within 35-50 s, and the red lights of the second pedestrian and non-motor vehicle signal lamps are turned on again within 50-100 s.

EXAMPLE III

The novel traffic system in the third embodiment is different from the first embodiment in that: the position of the second left-turn up lane 34 differs from the first embodiment.

As shown in fig. 12 to 17, each set of roads further includes a right-turn ascending lane 37, two straight ascending lanes 321 and one right-turn ascending lane 37 are sequentially provided on the right side of the isolation belt 60, and an auxiliary channel 50 is provided on the right side of the right-turn ascending lane 37. Three straight-going down lanes 33 and a second left-turning up lane 34 are sequentially arranged on the left side of the isolation belt 60, a right-turning down lane is not arranged in the embodiment, a right-turning vehicle turns to the straight-going down lane 33 after passing through the intersection to continue running, and the auxiliary channel 50 is arranged on the left side of the straight-going down lane 33. 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 on the left side of the straight downlink lane 33. When a vehicle running on the first left-turn ascending lane 31 needs to turn left, the vehicle changes lane to enter the sub-regulation area, and 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.

Specifically, the right-turn vehicle in the present embodiment follows the indication of the first straight traveling signal lamp in the first traffic signal lamp 71 and the second straight traveling signal lamp in the second traffic signal lamp 72. When the first straight traffic signal lamp is a red light, the right-turning vehicle and the straight traffic vehicle wait together in front of the adjusting area 40; when the first straight traffic signal light is changed to green, the right-turn vehicle and the straight traffic vehicle go straight through the adjusting area 40, and when the second straight traffic signal light is red, the right-turn vehicle and the straight traffic vehicle wait in front of the intersection 20; when the second blinker turns green, the right-turn vehicle turns right through the intersection to the straight down lane 33 of the adjacent road.

The lane arrangement in the embodiment is suitable for roads with narrow roads and less lanes.

Example four

The novel traffic system in the fourth embodiment is different from the third embodiment in that: the up lane 32 is differently arranged.

As shown in fig. 18, each set 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. Three straight-going down lanes 33 and a second left-turning up lane 34 are sequentially arranged on the left side of the isolation belt 60, a right-turning down lane is not arranged in the embodiment, a right-turning vehicle turns to the straight-going down lane 33 after passing through the intersection to continue running, and the auxiliary channel 50 is arranged on the left side of the straight-going down lane 33. A straight right-turn shared lane is disposed at the rightmost side of the up-going lane 32, and the straight right-turn shared lane is located at a side of the adjusting area 40 away from the intersection 20. In this embodiment, no traffic lights are provided in front of the straight-driving right-turn utility lane, i.e., vehicles traveling in the straight-driving right-turn utility lane may pass through the adjustment zone 40 without interruption. Wherein, the right-turning vehicle passes through the adjusting area 40 and then travels into the right-turning uplink lane 37, and the straight-going vehicle passes through the adjusting area 40 and then travels into a straight-going uplink lane 321 adjacent to the right-turning uplink lane 37.

Specifically, by using the passing mode of the embodiment, on one hand, the right-turn vehicle can pass through the intersection 20 as soon as possible, and on the other hand, the queuing length of the vehicles waiting for traveling on other straight ascending lanes can be reduced. A straight-ahead vehicle waiting to travel on a straight-ahead uplink lane 321 adjacent to the right-turn uplink lane 37 starts traveling when the second straight-ahead signal lamp at the intersection 40 turns green, and can serve as a way-finding function for the following vehicles.

EXAMPLE five

The novel traffic system in the fourth embodiment is different from the third embodiment in that: the straight ascending lane 321 may change lanes.

As shown in fig. 19, each set of roads of the present embodiment includes two straight ascending lanes 321 and one right-turning ascending lane 37 in this order from the isolation zone 60 to the right, and the auxiliary lane 50 is located to the right of the right-turning ascending lane 37. Three straight-going down lanes 33 and a second left-turning up lane 34 are sequentially arranged on the left side of the isolation belt 60, a right-turning down lane is not arranged in the embodiment, a right-turning vehicle turns to the straight-going down lane 33 after passing through the intersection to continue running, and the auxiliary channel 50 is arranged on the left side of the straight-going down lane 33. A straight right-turn shared lane is disposed at the rightmost side of the up-going lane 32, and the straight right-turn shared lane is located at a side of the adjusting area 40 away from the intersection 20. In this embodiment, no traffic lights are provided in front of the straight-driving right-turn utility lane, i.e., vehicles traveling in the straight-driving right-turn utility lane may pass through the adjustment zone 40 without interruption. Wherein a right-turn vehicle travels into the right-turn uplink lane 37 after passing through the adjustment zone 40, and a straight-going vehicle travels into a straight-going uplink lane 321 adjacent to the right-turn uplink lane 37 after passing through the adjustment zone 40, the straight-going uplink lane 321 in this embodiment is provided with a lane-changing area, and a vehicle traveling into the straight-going uplink lane 321 from the straight-going right-turn public lane can change lanes in the straight-going uplink lane 321.

As shown in fig. 19, with the traffic method of the present embodiment, the vehicle traveling from the straight right-turn public lane into the straight uplink lane 321 can wait for traffic uniformly in front of the intersection 20, and when the green light of the second straight traffic light of the intersection 20 is on, the vehicle waiting for traffic in the straight uplink lane 321 starts traveling, so that the vehicle traveling from the adjustment area 40 can function as a road-finding and the lane can be prevented from being left unused.

The traffic pattern of the present embodiment is suitable for use on a road with a large traffic flow and a small number of lanes.

EXAMPLE six

The novel traffic system in the sixth embodiment is different from the first embodiment in that: a left-turn vehicle passing mode is added.

In the present embodiment, the green light indication signal of the first left turn signal light in the first traffic signal light (71) includes a green light a and a green light B

As shown in fig. 20 to 22, in the present embodiment, there are two left-turn passing manners for the left-turn vehicle,

the first left turn vehicle travel through the intersection 20:

b. When the first left-turn signal lamp of the sub-adjusting area is a red lamp, the left-turn vehicle stops in front of the sub-adjusting area to wait; when the first left turn signal light of the sub-alignment area is green light a, the left turn vehicle passes through the sub-alignment area and is lane-changed to enter the second left turn up lane 34.

The second left turn vehicle travels through the intersection 20 as follows:

b. When the first left-turn signal lamp of the sub-adjusting area is a red lamp, the left-turn vehicle stops in front of the sub-adjusting area to wait; when the first left-turn signal lamp of the sub-adjusting area is a green lamp B, the left-turn vehicle passes through the sub-adjusting area and travels forwards through the sub-adjusting area in a straight line;

c. 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;

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

e. the vehicle turns around in the sub-adjustment area and travels to the right-turn up lane 37;

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

Optionally, a traffic light is arranged on each straight lane corresponding to the sub-adjustment area 40, the green light time of one straight lane 32 adjacent to the first left-turn lane 32 is ended in advance, and the green light B of the first left-turn light is turned on at this time, so that intersection between a turning left-turn vehicle and a straight vehicle when the turning left-turn vehicle and the straight vehicle are merged can be avoided, and a part of straight traffic is sacrificed to improve the left-turn traffic.

The embodiment is suitable for roads with wider roads, larger left-turning traffic flow and smaller straight-driving traffic flow.

EXAMPLE seven

The novel traffic system in the seventh embodiment combines the arrangement of the traffic systems in the fourth embodiment and the sixth embodiment.

As shown in fig. 23 to 24, each set 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. Three straight-going down lanes 33 and a second left-turning up lane 34 are sequentially arranged on the left side of the isolation belt 60, a right-turning down lane is not arranged in the embodiment, a right-turning vehicle turns to the straight-going down lane 33 after passing through the intersection to continue running, and the auxiliary channel 50 is arranged on the left side of the straight-going down lane 33. A straight right-turn shared lane is disposed at the rightmost side of the up-going lane 32, and the straight right-turn shared lane is located at a side of the adjusting area 40 away from the intersection 20. In this embodiment, no traffic lights are provided in front of the straight-driving right-turn utility lane, i.e., vehicles traveling in the straight-driving right-turn utility lane may pass through the adjustment zone 40 without interruption. Wherein, the right-turning vehicle passes through the adjusting area 40 and then travels into the right-turning uplink lane 37, and the straight-going vehicle passes through the adjusting area 40 and then travels into a straight-going uplink lane 321 adjacent to the right-turning uplink lane 37.

As shown in fig. 23 to 24, in the present embodiment, the green light indication signal of the first left turn signal lamp in the first traffic signal lamp (71) includes a green light a and a green light B

As shown in the drawing, in the present embodiment, there are two left-turn passing manners for the left-turn vehicle,

the first left turn vehicle travel through the intersection 20:

The second left turn vehicle travels through the intersection 20 as follows:

The application also provides an urban traffic system (not shown) comprising a plurality of novel traffic systems. Wherein a plurality of novel traffic systems operate independently.

From the above description, it can be seen that the above-described embodiments of the present invention achieve the following technical effects:

the left-turn uplink vehicle runs to an adjacent road clockwise after sequentially passing through the first left-turn uplink lane and the second left-turn uplink lane, the straight-going vehicle runs to the opposite road through the straight-going uplink lane, the straight-going uplink lane is not crossed with the route of the first left-turn uplink lane, the left-turn uplink vehicle can simultaneously run, the waiting time of the left-turn uplink vehicle is shortened, the situation that the left-turn uplink lane is blocked due to traffic jam and the traffic efficiency of a novel traffic system is influenced is avoided, and the problems that the traffic efficiency of the traffic system is influenced due to the fact that traffic jam occurs on the left-turn uplink lane of the intersection in the prior art are solved.

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 new traffic system, characterized in that it comprises a plurality of sets of roads, which are arranged around an intersection (20), wherein at least one set of said roads of said plurality of sets comprises an ascending road:

one or more first left-turn up-going lanes (31) at a preset distance from the intersection (20), the first left-turn up-going lanes (31) being located within up-going lanes (32);

one or more second left-turn up lanes (34) communicating with the first left-turn up lane (31), the second left-turn up lanes (34) being disposed on a side of the straight down lane (33) remote from the up lane (32);

one or more straight-going up-going lanes (321) located within the up-going lane (32), the straight-going up-going lanes (321) located on one side of the first left-turn up-going lane (31);

the auxiliary channel (50) is perpendicular to the extending direction of the road, the auxiliary channel (50) is used for communicating two side curbs of the road, and pedestrians and non-motor vehicles pass between the two side curbs of the road through the auxiliary channel (50);

and the left-turn uplink vehicle passes through the first left-turn uplink lane (31) and the second left-turn uplink lane (34) in sequence and then runs to the road adjacent to the road in a left-turn mode, and the straight-going vehicle runs to the opposite road through the straight-going uplink lane (321).

2. The new transit system as defined in claim 1 wherein, said at least one set of said 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 new 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 new traffic system according to claim 2, characterized in that 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 new transit system as claimed in claims 1 to 4, wherein at least one of said sets of roads further comprises:

auxiliary passage (50), with the extending direction of road sets up perpendicularly, auxiliary passage (50) will the both sides curb of road is linked together, and pedestrian or non-motor vehicle pass through auxiliary passage (50) are in pass between the both sides curb of road, the width of auxiliary passage (50) can be followed with pedestrian or non-motor vehicle direction of travel vertical direction extension, and when the width of auxiliary passage (50) increased, the parking line of motorway translated to the direction of keeping away from the intersection.

6. The new 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 fifth traffic light (75) for indicating a driving state of a vehicle driving in the second adjustment lane (42);

and a sixth traffic light (76) for indicating pedestrian and non-motor vehicle traffic.

7. The new transportation system of claim 5,

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 straight-going signal light and a third left-turn signal light;

the fifth traffic signal light (75) comprises a third straight-ahead signal light;

the sixth traffic signal lamp (76) comprises a first pedestrian and non-motor vehicle signal lamp and a second pedestrian and non-motor vehicle signal lamp, wherein the connecting line of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp is perpendicular to the straight lane, and the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are respectively positioned on two sides of the straight lane.

8. The new transportation system of claim 6 wherein,

the first left turn signal lamp starts a green light indication in advance of a first preset time than the first straight signal lamp, and the first left turn signal lamp starts a red light indication in advance of a second preset time than the first straight signal lamp;

the second straight-going signal lamp starts a green light indication after a third preset time lags behind the first straight-going signal lamp, and the second straight-going signal lamp starts a red light indication after a fourth preset time lags behind the first straight-going signal lamp;

the green light indication of the second straight signal light and the green light indication of the second left-turning signal are simultaneously started, and the red light indication of the second left-turning signal is started earlier than the second straight signal light by a fifth preset time;

when the first left turn signal lamp turns on a red light for indication, the third straight-going signal lamp turns on a green light for indication; and when the first left turn signal lamp turns on the green lamp, the third straight-going signal lamp turns on the red lamp for indication.

9. The new transportation system as claimed in claims 1 to 7, wherein at least one of said plurality of sets of roads further comprises:

and a suggested vehicle speed indicator arranged on one side of the adjusting area (40), wherein the suggested vehicle speed indicator is used for indicating that the vehicle running in the adjusting area (40) runs according to the suggested vehicle speed, and the suggested vehicle speed is the ratio of the distance between the adjusting area and the intersection to the third preset time.

10. An urban transportation system comprising the novel transportation system according to any one of claims 1 to 9, wherein the novel transportation system is a plurality of transportation systems.