CN113584974A - Light air bicycle lane system - Google Patents

Abstract

The light air bicycle lane system is established above sidewalks on two sides of a road and above a greening tree and comprises a lane support 1, a lane unit 2, a canopy system 3, a turning lane system 4 and a turning lane 5. The lane unit is a core part and comprises a rail 21, a lane body 22 and a road panel 23. The rail plays a role of safety protection and is a bearing of the weight of the whole lane system. The lane system has high breaking resistance in the vertical direction and the horizontal direction. The light air bicycle lane system is an ideal scheme for solving the problems of urban traffic jam and difficulty in parking.

Description

Light air bicycle lane system

Technical Field

The scheme belongs to the category of planning, designing and building of urban traffic facilities.

Background

Today's society almost faces two problems in large and medium cities around the world: traffic congestion and parking difficulties. Motorists, cyclists and pedestrians complain about the increasing difficulty of traveling. They eventually have a headache when they reach their destination, no place to stop.

Various solutions have been devised in an attempt to solve these problems, such as building more roads, or widening existing roads, or building more subways, or building air tracks, etc. However, it is difficult for cities to have enough land to build new roads or widen roads, and subways or air tracks can only reach limited areas. Some cities attempt to control traffic lights to make them work more intelligently. Other cities send more police or secondary police officers to the street to direct traffic. These measures are all minor and cannot radically change the traffic difficulties.

One idea has been proposed: if more people change driving the car to riding the bicycle, the traffic jam problem can be relieved to a great extent. This seems to be a good idea. The bicycle referred to herein includes a non-powered bicycle and an electric bicycle. For simplicity, the following description refers to both unpowered and electric bicycles with bicycles.

However, in the present situation, there are few people who are willing to ride a bicycle, especially on a journey of 5 km or more. The disadvantages of cycling travel are these: 1) it takes a long time. Each traffic light intersection needs to stop waiting, and the intersections in the city are closely spaced. 2) The risk is high. a) In many narrow streets, bicycles have to share lanes with automobiles, so that the automobiles have great threat to bicycle riding safety all the time. b) At many intersections with simple traffic lights, the bicycle often needs to rush to the right-turning or left-turning automobile, which is also very dangerous. c) At many intersections, the entrance to the cycle track is staked to prevent the vehicle from stopping on the sidewalk. The rider must ride through the gaps between the road studs. These road piles are not wide in gap and can be bumped by a rider without paying a little attention. d) On many roads, the cycle track is common to the pedestrian track due to width limitations, which also creates a risk of interference between the bicycle and the pedestrian. e) Many bicycle tracks often run parallel to blind guide tracks on sidewalks, and when other riders or pedestrians need to be avoided, the riders or the pedestrians need to ride on the blind guide tracks. The blind-guiding path is a plurality of raised grooves, which easily cause the bicycle wheels to deviate from the gravity center of the man and the bicycle, thereby leading the bicycle to fall down. f) Many bicycle tracks are distinguished from sidewalks by white road paint. In rainy days, the road paint surfaces are slippery, and can easily slip off when people ride on the road paint surfaces, particularly when the road paint is braked. g) Many bicycle tracks require the passage of concrete or slate next to the building. When it rains or a watering cart wets the road surface, the bicycle can easily slip down. 3) The comfort is poor. a) Because there are road edges between lanes and green belts for dividing, the bicycle is subject to many times of road edge impact and bump every time it passes through an intersection. b) The bicycle tracks are often rugged due to environmental constraints. Many of the bricks are laid, and the bricks are often uneven or have defects and are bumpy when being ridden. c) The bicycle lane often follows the blind guide way and is parallel, and many times need ride on the blind guide way, and the blind guide way is unevenness. In a word, the bicycle riding in the urban state is low in safety, time-consuming, bumpy and highly nervous, and is difficult to be liked by people when riding and traveling.

In view of the problems of the current bicycle travel, some people think of a solution: a bicycle special road is built in the air. The concept has important significance, and the problems of traffic jam and riding experience are solved simultaneously.

A more representative version of this idea is disclosed in KR 20100021686A. The scheme is that the air bicycle lane is arranged above a green belt in the center of a road. The air lane is a bidirectional lane. The disadvantages of this solution are: 1) to build a bidirectional bicycle lane, the air lane is generally made wider, so that a wider central greening belt is needed to establish a supporting system of the air lane to make the lane stand upright. Many roads often do not have a central green strip of sufficient width. 2) The wide air road above must have a large part extending laterally from the center of the road to both sides, and the laterally extending part can obstruct the view of the drivers under the vehicle, so that they feel that they are always driving under the bridge, thereby causing psychological discomfort.

Another solution corresponds to the patent publication JP 2003082604A. The scheme is that the air bicycle lane is arranged above sidewalks on two sides of a road. The disadvantages are as follows: 1) the air lane is too close to the top of the pedestrian, which can cause psychological depression to the pedestrian. 2) The bicycle lane is of a totally-enclosed tunnel type, and a rider always feels unsmooth in the tunnel. .

Disclosure of Invention

The following is a light-duty air cycle track system that I have designed. The system not only solves the problems of urban traffic jam and parking difficulty, but also greatly improves the riding experience of the bicycle, and is friendly to the existing environment, facilities, personnel, the original life style and the traveling style without any conflict.

Drawings

FIG. 1 is a general view of a light-duty air cycle track system

FIG. 2 is a section of a light duty aerial bicycle track system, referred to as track section A, closed on both sides by railings

FIG. 3 shows a section of a light-duty air cycle track system, called track section B, with access to one side

FIG. 4 shows a roadway module A in a roadway section A, with balustrades on both sides for closure

FIG. 5 shows a lane module B in a lane section B, with an entrance and an exit on one side

FIG. 6 is an exploded view of FIG. 4

FIG. 7 is an exploded view of FIG. 5

FIG. 8 the road pillar

FIG. 9 shows a lane unit A

FIG. 10 shows a lane unit B

FIG. 11 is an exploded view of FIG. 9

FIG. 12 is an exploded view of FIG. 10

FIG. 13 is a lane body

FIG. 14 is an exploded view of FIG. 13

FIG. 15 canopy system

FIG. 16 is an exploded view of FIG. 15

FIG. 17 is a u-turn lane system

FIG. 18 shows a turn lane

Membership of each moiety is as follows.

The category relationship is from big to small:

light duty air cycle track system D1 (fig. 1).

D1 includes a plurality of lane segments D2. There are two additional types of D2, D2A and D2B (fig. 2, fig. 3).

D2 includes a plurality of lane modules D3. D3 is in turn classified into two types, D3A and D3B (fig. 4, fig. 5).

D3 includes lane post 1, lane unit 2, and canopy system 3 (fig. 6, 7).

A more detailed list of components is as follows:

lane 1 post (fig. 2, 3, 6, 7, 8)

2 Lane Unit (FIGS. 9, 10, 11, 12)

21A baluster A type (fig. 11)

21B baluster B type (fig. 12)

211 baluster outer frame (fig. 11)

212 inner branch pipe of rail (fig. 11)

22 Lane body (FIGS. 11, 12, 13, 14)

221 body beam (fig. 14)

222 body spacing beam (fig. 14)

2221 spacing bayonet (fig. 14)

223 mounting plate (fig. 14)

23 road panel (fig. 11, 12)

3 rain shed system (fig. 15, 16)

31 rain board (Picture 16)

32 raining board (Picture 16)

33 rain shed beam (Picture 16)

34 longitudinal beam of canopy (fig. 16)

35 canopy support (Picture 16)

4 u-turn lane system (fig. 17)

41 Fall I (fig. 17)

411 outlet (FIG. 17)

412 inlet (fig. 17)

413 lane high point (fig. 17)

42 Fall U-shaped channel II (fig. 17)

421 outlet (fig. 17)

422 inlet (fig. 17)

423 high point lane (fig. 17)

5 steering lane (fig. 18)

51 straight turning lane I (fig. 18)

52 straight turning lane II (fig. 18)

53 straight edge of steering lane III (fig. 18)

54 turning arc edge IV (fig. 18)

Structural features

As shown in FIG. 1, the light-duty air cycle track system D1 (for convenience of description, the light-duty air cycle track system is hereinafter referred to as the overhead track) is located above sidewalks on both sides of the road and above roadside greening trees (not shown) at a height of at least 2 meters above the treetop of the greening trees. Such a design has many benefits: 1) without conflict with the environment and other facilities. It skillfully utilizes the space above the roadside greening trees. The space is not provided with any building or other facilities, and the space is a clearance. A high-altitude lane is built in the space, so that the automobile and the pedestrian are not influenced, and the high-altitude lane does not interfere with surrounding buildings. Its lane posts 1 (fig. 2, 3, 4, 5, 6) are located on both sides of the sidewalk, without causing any hindrance to the people on the sidewalk. Such overhead lanes will not conflict with greening trees. It is known that in order to prevent road disasters caused by strong winds blowing down trees, city authorities regularly cut street trees, limiting the height and width of each tree. And the overhead lane is set at a height of 10 to 12 meters, which is 3 to 5 meters above the greening trees. Therefore, the greening trees can not touch the overhead lane. The high-altitude lanes can not shade the sunlight of the greening trees to influence the growth of the greening trees. 2) The steadiness and the security are very high. As shown in figure 1, on a main road, the high-altitude lanes are all set to be one-way lanes, namely, the high-altitude lanes on each side of the road only allow riding in one direction. In this way, each overhead lane does not need to be as wide as about 2.5 m to about 4.2 m. Most roadside green belts can provide such a width. Each overhead lane adopts two-pillar gantry type support (figures 2, 3, 4, 5 and 6) at two sides, and the structure has high stability and can resist the blowing of strong typhoon. If the road is a narrow road, for example, the width of the road is less than 6 meters, and green belts on two sides of the road are narrow, a bidirectional overhead lane can be arranged above the green tree above the road, and lane supports are respectively arranged on two sides of the road and are parallel to the green tree.

The structure of the air lane is shown in figures 2, 3, 4, 5 and 6. Wherein fig. 2 is a type of lane segment a, both sides of which have complete railing protection. Fig. 3 is a type B lane section, and one side of the lane section is provided with an access.

Fig. 4 and 5 show the appearance of a lane module, wherein fig. 4 is a type of lane module a, fig. 5 is a type of lane module B, and the type has an entrance. Fig. 6 and 7 show exploded views of the lane modules type a and type B, respectively. As can be seen from fig. 6 and 7, a roadway module is divided into a roadway support 1, a roadway unit 2 and a canopy system 3, the roadway support 1 is a circular hollow column, as shown in fig. 8. Because the aerial lane adopts planer-type bearing structure, this kind of structural stability is very high, and whole aerial lane adopts light-duty structure moreover, so every lane support column need not very thick, and the diameter just can about 0.5 meter. The spacing between the two sets of lane support posts may be between 30 and 50 metres. This results in less construction work and less material.

Fig. 9 and 10 are external appearances of the lane units of type a and type B, respectively, and fig. 11 and 12 are exploded views thereof. From fig. 11, fig. 12 can be seen that a lane unit includes three parts: the rail 21, the lane body 22 and the road surface plate 23, as shown in fig. 11, the rail 21 further comprises a rail outer frame 211 and a rail inner branch pipe 212. The outer handrail frame 211 is a rectangular frame, and the inner handrail branch pipes 212 divide the space in the rectangular frame into a plurality of triangular spaces. Thanks to the triangular stability principle, the rail can bear a great gravity effect when vertically placed, and has extremely strong bending resistance. With the advantage of the rail, we design it as a bearer of the weight of the lane segment D2 (fig. 2, 3), and also a bearer of the weight of the bicycle and rider. We achieve the highest strength with the least amount of material. The road surface plate 23 is preferably made of foamed ceramics. The foamed ceramic plate has the characteristics of small density, high strength, good weather resistance, silence and water seepage. The 0.1 to 0.15 meter thick foamed ceramic plate has sufficient strength to carry the weight of the overlying bicycle and person.

The concept of triangle stability and light weight is also applied to the design of the lane body 22 (fig. 13, 14). It comprises a plurality of body beams 221 (fig. 14), one or more body spacer beams 222, two body mounting plates 223. the structure of the body beam 221 is similar to that of the balustrade 21, but the height is smaller, about 0.4 m, because each body beam only needs to bear the weight of a small section of lane body and the weight of a small number of bicycles and riders. The body spacer bar 222 is a rectangular frame bar having a plurality of spacer notches 2221 disposed therebetween, and each of the spacer notches 2221 is engaged with one of the body beams 221 in use, thereby ensuring that the spacing distance between the respective body beams 221 is constant (it is recommended that the spacing be set at about 0.6 m, which is appropriate). The body mounting plate 223 is located at both ends of each body beam 221, and serves two functions: 1) connecting the body beams 221 into a whole; 2) a mounting platform is provided between the roadway body 22 and the balustrade 21 to enable the roadway body 22 to be securely mounted to the balustrade 21. It is noted that the lane body 22 is installed at the middle portion of the balustrade 21A, so that the lane body 22 serves to prevent the balustrade 21A from being bent in the horizontal direction.

It can be seen that in the vertical direction, the balustrade 21 serves to bear the weight of the lane segment D2 plus the weight of the people and vehicles; in the horizontal direction, the lane body 22 serves to prevent the lane section D2 from bending horizontally. The structure enables the whole lane section D2 to have extremely high bending resistance and deformation resistance, and meanwhile, the whole lane section can achieve light weight.

The rainshed system 3 (fig. 15, 16) is an optional module, some cities need to be installed and some cities do not like it, as the case may be. The rain shed comprises an upper rain plate 31, a lower rain plate 32, a rain shed cross beam 33, rain shed longitudinal beams 34 and rain shed support columns 35, wherein a height difference of 0.1 meter per month is formed between the upper rain plate 31 and the lower rain plate 32, and the height difference is specially set for facilitating ventilation and enabling hot air in the rain shed to easily flow out. There is also a cross-lap of about 0.2 meters between the upper rain plate 31 and the lower rain plate 32, which is designed to prevent rain from drifting into the cycle path. The canopy beams 33 and canopy stringers 34 form a frame-type structure to support and secure the upper rain panels 31 and lower rain panels 32 thereon, and canopy struts 35 secure the entire canopy system to the rails 21A. The height from the road surface plate 23 to the canopy top is set to about 3 m, so that the rider does not feel oppressed. Even if there is a canopy to shade the sun and rain, the rider can enjoy the scenery of both sides sky and the scenery of city streets. And various vine plants can be spread over the canopy for beautifying and cooling.

The u-turn lane system 4 (fig. 17) is also an important component of the light-duty air cycle lane system D1. It connects two parallel lane segments D2 on the same road, provides the mutual turning between these two lane segments D2 and rides. The u-turn lane system 4 comprises a u-turn 41, a u-turn 42, the u-turn 41 in turn comprises an outlet 411 (outlet with respect to lane segment D2), an inlet 412, and a lane high point 413. similarly, the u-turn 42 also comprises an outlet 421, an inlet 422, and a lane high point 423. the u-turn 41 and 42 are two arcuate lanes of a reversing configuration with their lane high points 413 and 423 firmly coupled together. Their outlets 411, 421 and inlets 412, 422 are connected to the upper edges of the balustrades 21B in two parallel lane segments D2B (fig. 3) or lane units 2B (fig. 10), respectively. Such a u-turn lane system 4 has these benefits: 1) the U-turns in all directions do not interfere with each other, and the straight-following riders do not influence each other. 2) The arc-shaped channel with the reverse configuration has self stability, cannot tilt downwards, and does not need to additionally set a support column in the middle.

The turning lane 5 (fig. 18) is used to connect two air lanes crossing each other at a road intersection. It comprises a divert straight edge 51, a divert straight edge 53, and a divert curved edge 54, wherein the divert straight edges 51 and 52 are connected to the upper edges of the balustrades 21B in two intersecting lane segments D2B (fig. 3) or lane units 2B (fig. 10), respectively. Such a turning lane 5 also has self-stability, does not tilt down, and does not require the establishment of a central support column.

The U-turn lane system 4 and the turning lane 5 provide efficient reversing channels without the need of pillars, which reduces the requirements on road environment and facilitates the planning and construction of light-weight air bicycle lane systems.

Technical implementation

The light air bicycle lane system is flexible in planning and has low requirement on the environment. The road can be considered according to the width of the road and the width of roadside green belts (including sidewalks), and is set to be a single-row road, or a double-row road, or is arranged above the two sides of the road, or is arranged above the center of the road. If the overhead lane is arranged above the two sides of the road, the overhead lane is higher than the top of the greening tree.

Such a lightweight air cycle track system can be made and installed in a modular fashion. The construction efficiency is high when a lane section D2 or a lane module D3 is manufactured in a factory, transported to a set position, and then hung on a pre-erected lane post 1.

Technical advantages

This light-duty air cycle track system D1 has a number of advantages:

1) and (4) the method is quick. The whole process does not need to be stopped, and the riding is directly performed. All of straight movement, turning and turning around are smoothly carried out in the air. The time is saved by 80%.

2) And (4) safety. On an air lane, a rider cannot be interfered by automobiles and pedestrians, cannot bump into a road pile, cannot slip down, and the accident rate is reduced by more than 90% compared with that of the ground.

3) Is comfortable. The whole process is bumpless, free of sun and rain and free of the harm of automobile exhaust, sky and city landscapes can be appreciated all the way, and the tour looks like traveling all the day.

4) Is environment-friendly. No conflict with the environment exists, and no influence is caused on the travel style and life style of other people.

5) The economy is good. Light structure, material saving, easy manufacture and installation, and high cost performance.

6) Has wide application range. The method is suitable for most cities, whether big cities or medium-small cities, whether south cities or north cities, and whether inland cities or coastal cities.

7) The expansion function is strong. The air lane is used as a carrier, and various communication equipment, monitoring equipment, air conditioning spraying devices and the like can be arranged on the air lane. Various colored lamps can be arranged on the road to serve as an urban landscape. The air lane system may also serve as a good track for marathon competitions. And so on.

If a light air bicycle lane system with a certain scale is established in a city, at least half of people who originally drive the automobile to go out can choose to ride the bicycle to go out. Through field examination, an automobile parking space can stop 10 electric bicycles on average. If one quarter of the parking spaces of the automobile are used for parking the bicycle, the problem of difficult parking can be thoroughly solved. Therefore, traffic jam and parking difficulty are not problems any more, and the life quality of citizens is greatly improved. A light-weight air bicycle lane system changes the world.

Summary of the invention

The light overhead bicycle lane system provides a fast, safe, comfortable and economical traffic system for cities, and the system can solve the problems of urban traffic jam and difficulty in parking and greatly improve the life quality and happiness index of citizens. The system has wide application range, is easy to implement and has good popularization value.

Many specific data and parameters have been used in the above description. These data and parameters should not be construed as limiting the scope of the invention but as examples. Other similar solutions are within the scope of the present invention, for example, the above-mentioned body partition beam 222 may be more than one, the body mounting plate 223 may have a plurality of hollowed-out portions, the mounting manner between the track body 22 and the rail 21 may be welding or bolting, the road surface plate 23 may be a high-strength plastic plate, and the like. The scope of the invention should be determined by the claims and their legal equivalents.

Claims (10)

1. The light-duty aerial bicycle lane system is characterized in that the light-duty aerial bicycle lane system is positioned above sidewalks on two sides of a road and a greening tree, and comprises a plurality of lane struts and lane units, wherein the lane struts stably support the lane units in the air.

2. The light-duty aerial bicycle lane system of claim 1, characterized in that the lane unit comprises a railing A or a railing B, a lane body and a road surface plate, wherein the railing A or the railing B is upright, the lane body is a horizontally placed rectangular box structure, two sides of the lane body are respectively and stably connected with the railing A or the railing B, and the road surface plate covers on the lane body.

3. The light-duty air bicycle lane system of claim 2, wherein the balustrade a or the balustrade B comprises a balustrade outer frame and a balustrade inner branch pipe, the balustrade outer frame is rectangular, the balustrade inner branch pipe divides the inner space of the balustrade a or the balustrade B into a plurality of triangular areas, the balustrade a and the balustrade B are main bearing mechanisms, which can bear the weight of the light-duty air bicycle lane system, the weight of the bicycle and the weight of the rider, and prevent the light-duty air bicycle lane system from bending downward.

4. The light-duty air cycle lane system of claim 2, wherein said lane body comprises a plurality of pairs of body beams, one or more pairs of body partition beams, and two body mounting plates, said plurality of pairs of body beams are arranged in order with the same posture and fixed distance, said body partition beam has a plurality of partition bayonets, said plurality of partition bayonets are respectively clamped on said body beams from bottom to top, so that said body beams maintain a constant distance therebetween, said body mounting plates are respectively located at both ends of said body beams, said body mounting plates firmly mount the lane body on the middle portion of said balustrade a or the upper portion of said balustrade B.

5. A light-weight air cycle track system as claimed in claim 2 wherein said road deck is made of foamed ceramic or plastic board.

6. A light-duty air cycle track system as recited in claim 1, wherein said light-duty air cycle track system further comprises a plurality of u-turn track systems, said u-turn track systems connecting two parallel track units overhead on both sides of the same road, allowing a rider of the electric vehicle to reach the opposite track in the air to realize u-turn riding.

7. A light-duty aerial bicycle lane system of claim 6, characterized in that the u-turn lane system comprises a u-turn lane I, a u-turn lane II and lane high points, the u-turn lane I and the u-turn lane II are two arc lanes with opposite directions, each arc lane comprises an outlet, an inlet and a lane high point, the outlets and inlets are respectively connected to the outside of the two parallel lane units, and the two lane high points are tightly connected together, thereby forming a stable structure to prevent the arc lanes from tilting downwards.

8. The light-weight air cycle track system of claim 1, wherein said light-weight air cycle track system further comprises a plurality of turning tracks, each of said turning tracks comprising a turning track straight edge I, a turning track straight edge II, a turning track straight edge III, a turning track curved edge IV, said turning track straight edge I and said turning track straight edge II being connected to two track units crossing each other, respectively, thereby providing a way for a rider of the electric vehicle to change direction, and said turning tracks having self-stability to prevent said turning tracks from tilting down themselves.

9. A light-weight air cycle track system as recited in claim 1, wherein said light-weight air cycle track system further comprises a canopy system, said canopy system being located directly above said track unit, shielding the rider from the sun and rain.

10. A light-weight air bike path system as claimed in claim 9, wherein the canopy system comprises a top rain board, a bottom rain board, a canopy beam, a canopy longitudinal beam and a canopy support post, wherein the top rain board and the bottom rain board have a height difference of about 10 cm for ventilation and cooling, and the top rain board and the bottom rain board have a cross-overlapped part of about 20 cm when viewed from above to below to prevent rain from drifting into the road surface, the canopy beam and the canopy longitudinal beam are connected end to form a stable frame structure for supporting and fixing the top rain board and the bottom rain board, and the canopy support post is firmly connected with the balustrade.

Images