WO2007028307A1 - Système routier urbain sans lieu conflictuel - Google Patents
Système routier urbain sans lieu conflictuel Download PDFInfo
- Publication number
- WO2007028307A1 WO2007028307A1 PCT/CN2006/001769 CN2006001769W WO2007028307A1 WO 2007028307 A1 WO2007028307 A1 WO 2007028307A1 CN 2006001769 W CN2006001769 W CN 2006001769W WO 2007028307 A1 WO2007028307 A1 WO 2007028307A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- road
- urban
- motor vehicle
- collision
- roads
- Prior art date
Links
Classifications
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/02—Crossings, junctions or interconnections between roads on the same level
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B1/00—Ballastway; Other means for supporting the sleepers or the track; Drainage of the ballastway
- E01B1/001—Track with ballast
Definitions
- the present invention relates to an urban road traffic system, and more particularly to an improvement of a city motor vehicle road system.
- the traffic supply per square kilometer of land that is, the traffic supply density is very low, far from meeting the traffic demand per square kilometer of land in the nowadays urban area, namely traffic
- the supply density is much lower than the traffic demand density. Therefore, in the road network formed by the four-level roads, the traffic congestion in the bustling urban areas is simply impossible to solve. Almost all the big cities are suffering from the traffic congestion in the bustling urban areas. They are adopting some kind of policy that restricts the passage of cars in the nowadays urban areas. This kind of policy is a helpless choice, which causes great inconvenience to urban life. It also caused social dissatisfaction and negative impact on the development of the automobile industry.
- the existing urban road transport system consists of four-level roads, which have led to the construction of large overpasses and elevated roads, and even underground traffic projects in large cities. This not only caused huge and difficult payment of transportation investment demand, but also the urban road transportation system is increasingly complex, the traffic situation is increasingly congested, the urban space is increasingly divided, and the urban living conditions are deteriorating, resulting in a situation of heavy accumulation. This is one of the important sources of unsustainable urban development.
- the application (patent) No. 03223555.0 is a patent document for an intersection of vehicles, and discloses a design scheme for an intersection of vehicles passing through, which utilizes a U-turn channel and a line-changing distance to reach all the branches. Vehicles on the main road can only turn right, from the branch road to the opposite side or left turn, and the traffic flow out to the opposite main lane.
- a U-turn channel with a "B" type fence is provided in front of the right-hand side of the branch road, and the driving route is complicated, and the interweaving points are dense and dense, which is only suitable for a small traffic flow. Road section.
- Patent No. 88101742.6
- the patent document entitled "Patent” No. 88101742.6 which is a new structure of the intersection and its use, discloses a new structure of the intersection, which is characterized in that an ordinary road at the intersection is set equal to the main road and the road is divided equally.
- the safety island to and from the lane of the vehicle is connected by a double-ring slewing road to the main road, so that there is no cross interference between the roads of the branch roads and the main roads.
- this type of structure has a large footprint, a complicated motor vehicle lane, and a safe island, which is costly.
- the application (patent) No. 93119501.2 is the patent document of the urban three-dimensional transportation system. It discloses a three-dimensional construction system project of urban traffic, which clarifies a modern urban road system, but the technology cannot be effectively used, and the road is formed. Waves and undulations are difficult to implement to solve the traffic requirements of modern cities.
- the application (patent) number 98117567.8 is a patent document for the construction and transportation system. It discloses a design scheme for the construction and transportation system for urban or concentrated residential areas or highways.
- the construction and transportation system is the building.
- the tops of the two types are connected together, and the above two types of roads can communicate with the ground road network or the subway network at the same time.
- an elevated train passage can also be placed on the top side of the building. This clearly distinguishes the above-ground and straight floor space from the existing building pattern, but it is expensive and has low operability. Summary of the invention
- the object of the present invention is to completely eliminate the urban traffic congestion, eliminate the economic loss caused by traffic congestion, improve the traveling speed of the motor vehicle, and reduce the travel time of the motor vehicle by fundamentally transforming the existing urban road traffic system.
- the car consumes only 100 km of fuel consumption in the current urban area without stopping. 50% to 60%.
- the automobile can travel without stopping, so that the gasoline consumption of the motor vehicle can be drastically reduced, and the exhaust pollution of the motor vehicle can be reduced.
- the object of the present invention is also to save a large amount of urban land, because the amount of cars allowed per square kilometer of land in the existing city is very low, so as the number of cars increases, the area occupied by the city must expand rapidly, occupying A lot of land.
- the invention can increase the car ownership per square kilometer of land by about 4 times, which avoids the increase of the number of cars, because the car ownership per square kilometer of land is very low, and the inevitable urban "spreading cake" "Phenomenon, so as to achieve a large number of cities to save the land.
- the invention can transform the existing urban road traffic system into a road traffic system in which the motor vehicle continuously travels, and can cancel the traffic lights at the intersection, and the bus to the intersection does not need to pause and wait, and during the peak traffic hours, the average traveling speed of the car is increased to four.
- the ratio is increased from 10 to 20 kilometers per hour to about 60 kilometers per hour.
- the technical solution adopted by the present invention to solve the technical problem is an integrated technology.
- the existing ground road in the city can be used as the main body, and the urban part can be gradually transformed by gradually renovating the intersection. All intersections in the urban road network realize traffic without conflicts, transforming the existing urban road network into an urban road network that is fully adapted to automobile traffic.
- the improved method is characterized in that all the motor vehicle roads in the urban area except the small roads and individual road sections within each street area are all set up at the intersection of the non-conflict points, and the intersections without conflict points are three-dimensional.
- Crossroads or other types of intersections that are not three-dimensional intersections, in order to gradually transform some urban road network consisting of four roads, including express roads, trunk roads, secondary trunk roads and branch roads, into each block. All urban roads outside the narrow roads and individual road sections are urban road networks of expressways.
- the motor vehicle road system of the present invention is a holistic and fundamental transformation of urban roads. As the number of intersection renovations increased to all intersections, this completed a process from quantitative change to qualitative change. A new road network with traffic characteristics appeared – originally based on intermittent traffic flow (continuous pauses during driving) The road network changes to a road network with continuous traffic (no need to pause during driving). The mode of transportation has experienced a qualitative leap, which is in harmony with the driving characteristics of the car, giving full play to the advantages of rapid transportation.
- the motor vehicle road system of the present invention selectively transforms the intersections of existing urban roads one by one, and each renovation project is limited to a range of intersections, and therefore, has less impact on the daily traffic of the city, and is constructed. Compared to the elevated roads, the Grand Interchange and the underground works, the impact on the daily traffic of the city is much smaller.
- the improved method of the urban motor vehicle road system of the invention can be applied to some urban areas of the city, can be used for a local road network where traffic congestion occurs or a section or area where traffic congestion occurs, and can be used for traffic congestion in urban urban areas. All lots or areas can be used for urban centers or sub-centers in urban areas, as well as for all urban built-up areas in urban areas.
- the invention can be applied to the road reconstruction of a part of a large area in an urban area, and the area of the urban area is not less than 10 square kilometers.
- the improvement of the urban road traffic system of the present invention can also be used for the reconstruction of the intersection of the small roads within the neighborhood if necessary.
- the reconstruction of the intersection can be transformed into a three-dimensional intersection or a non-stereo intersection that is transformed into a collision-free point at a part of the intersection with a small amount of traffic. In the reconstruction of the intersection, all can also be transformed into a three-dimensional intersection. If it is necessary to transform into a three-dimensional intersection, a separate type of overpass may be preferably provided.
- the motor vehicle lane can be set up by pedestrian crossing or crossing the street to avoid pedestrians passing through the motorway.
- the type of the intersection of each road in each block can be of a conventional type or preferably (see Fig. 5): only straight in one direction and each direction of travel can only make a right turn when passing on the right side, when passing on the left side You can only make a left turn; or you can't go straight (see Figure 6). You can only make a right turn when you pass the right side and a left turn when you pass the left side.
- the invention has outstanding advantages and effects.
- the retrofit of the existing urban road system adopts the motor vehicle road system of the invention, and the road traffic capacity can be increased by about four times. This is because the capacity of each lane can be increased from 450 vehicles per hour (when the junction needs to be paused) to 1800 (without a stop). If the delay caused by traffic congestion is taken into account, the current urban road capacity will be lower.
- the traffic supply amount of the urban unit land area is greater than the traffic demand quantity, that is, the traffic supply density is greater than the traffic demand density, which can fundamentally eliminate the traffic congestion in the bustling urban area without taking the automobile.
- the average city speed will be increased by about four times.
- the car runs the same distance, it takes only a quarter of the time, which greatly improves the efficiency of the city.
- the number of cars per square kilometer of land area can be increased by about four times, so that a compact city can be built.
- this compact city occupies only a quarter of the city's area and the city's diameter is reduced by half. If comprehensive consideration is made, the average speed will increase to four times and the diameter of the city will be reduced by half. Then, the turnover efficiency of urban people and logistics will be greatly improved. Therefore, the optimal size of the city defined by the half-hour travel distance will increase from the current 2 million to more than 20 million, which is very important for the development of the urban economy.
- the travel distance of the above-described automobile is reduced by a factor of four, and continuous driving is possible.
- the average fuel consumption of the car will be reduced to one-sixth to one-eighth of the original, which is very beneficial to the country's energy policy.
- a prominent effect of the motor vehicle road system using the present invention is that "the chaos is disordered anyway", and the urban road traffic transformation can be pulled back from a wrong direction.
- the wrong direction is that it only pays attention to the large-scale construction of several roads, neglects the ability to provide transportation on the land area of the unit, and neglects to improve the capacity of each road in the entire road network.
- the idea of the present invention can correct a wrong conclusion accepted by many people - "It is impossible to solve traffic congestion by road repair.”
- transportation facilities such as elevated roads and large interchanges, which have high cost, large land occupation and limited capacity, and avoid the construction of these transportation facilities that may be dismantled in the future.
- the urban area, urban area, city center, sub-center, and urban built-up area described in this patent document refer to the urban area and urban area referred to in the “Basic Terminology Standards for Urban Planning of China” (GB/T50280-98). , downtown, sub-center, urban built-up area.
- the urban road described in this patent document refers to a road network composed of four existing roads such as expressway, trunk road, secondary trunk road and branch road, and urban roads formed after the transformation of these four-level roads. network.
- the block described in this patent document refers to each plot enclosed by a city road.
- the conflict point described in this patent document refers to a point at which a vehicle traveling route from different directions crosses at a large angle, that is, an intersection point, which is called a collision point.
- Figure 1 Schematic diagram of an embodiment of a sheet-like (or agglomerate) urban conflict-free motor vehicle road system
- This figure is a schematic diagram of an embodiment of a sheet-like (or agglomerate) urban conflict-free motor vehicle road system.
- Figure 2 Schematic diagram of an embodiment of a vehicle-free road system with a strip-shaped (horizontal direction in the long-axis direction).
- This figure is a schematic diagram of an embodiment of a vehicle-free road system with a strip-shaped (horizontal direction in the long-axis direction) urban collision-free point.
- Fig. 3 Schematic diagram of an embodiment of a vehicle-like road system with a strip-shaped (horizontal direction in the long-axis direction) urban collision-free point.
- This figure is a schematic diagram of an embodiment of a vehicle-free road system with a strip-shaped (horizontal direction in the long-axis direction) urban collision-free point.
- Figure 4 Schematic diagram of an embodiment of a vehicle-like road system with a strip-shaped (horizontal direction long-axis direction) urban collision-free point.
- This figure is a schematic diagram of an embodiment of a vehicle-free roadway system with a strip-shaped (horizontal direction in the long-axis direction) .
- Figure 5 Conflict-free point plane intersection
- This figure is a type of intersection with no conflict points. It is mainly used for intersections on one road that crosses each other, where traffic can be banned, or at intersections in small streets within each block.
- This figure is a type of intersection with no conflict points. It is mainly used for intersections where traffic in the straight direction can be prohibited, or at intersections in small roads within each block.
- Fig. 1 it is an embodiment of a collision-free point motor vehicle road system suitable for a sheet-like (or agglomerate) city (small roads within each block in the figure).
- a collision-free point motor vehicle road system suitable for a sheet-like (or agglomerate) city (small roads within each block in the figure).
- all three-dimensional intersections are set up to meet the large traffic demand in both the vertical and horizontal directions.
- this road network if there is a certain amount of traffic at a certain intersection, you can use the intersection without a conflict point.
- the traffic volume is small, you can also use the intersection.
- the entire road network is a checkerboard road network
- the horizontal road and the longitudinal road are both expressways, forming a city motor vehicle road system composed entirely of expressways.
- the distance between the intersections in the direction of the vertical and horizontal roads may preferably be about 700 meters, and the expressway may be more than six lanes in both directions.
- Separate overpasses are used at each intersection (separated overpasses can be either upper span or lower through or a combination of the two, in this embodiment the upper span).
- Separate overpasses 4, 5 are provided at all intersections of the lateral road 2 and the longitudinal road 1, and the overpass 4 passes through the bridge surface as a lateral road, and the vehicle on the longitudinal road passes horizontally on the ground road under the overpass 4 bridge.
- the overpass 5 passes the longitudinal road on the bridge deck, and the vehicle on the transverse road 2 passes horizontally on the ground road under the overpass 5 bridge.
- a right turn road is set for a right turn, and a left turn vehicle is also driven to the right side first, and then a left turn is made by a continuous right turn.
- Fig. 2 it is an embodiment of a non-conflict point city motor vehicle road system suitable for a strip city (small roads within each block in the figure).
- the horizontal direction is the extension direction of the strip-shaped city, also called the longitudinal direction, and the vertical direction in the figure is called the horizontal direction.
- the structure of this embodiment is basically the same as that of the first embodiment. The difference is that the longitudinal traffic volume is much larger than the horizontal traffic volume.
- each longitudinal road 1 is changed to a fast road that can go straight;
- the traffic volume is small, so the horizontal road 2 can be set up with a straight road that can go straight, and the horizontal road 6 between them can not continue straight in the horizontal direction, and can be along the horizontal intersection 6 and the horizontal intersection 1 of the longitudinal road 1
- a roadblock or a forbidden sign is provided in the longitudinal direction so that the vehicle cannot pass in the lateral direction, and can only turn right or straight in the longitudinal direction.
- the plan view of the intersection without intersection 3 is also shown in Fig. 5.
- the longitudinal road is allowed to go straight, but the horizontal road is forbidden.
- a traffic barrier is provided to realize the intersection. Conflict-free intersections.
- Fig. 3 it is an embodiment of a non-conflict point city motor vehicle road system suitable for a strip city (small roads within each block in the figure).
- the horizontal direction is the extension direction of the strip-shaped city, also called the longitudinal direction
- the vertical direction in the figure is called the horizontal direction.
- This embodiment is basically the same as the second embodiment. The difference is: when the transverse road passes through the overpass, in the second embodiment, the transverse road 2 passes the overpass on the bridge deck, and in the third embodiment, the longitudinal road 1 is on the bridge deck. Through the overpass, the horizontal road 2 passes horizontally through the overpass under the overpass.
- Fig. 4 it is an embodiment of a collision-free point city motor vehicle road system suitable for a strip city (small roads within each block in the figure).
- the horizontal direction is the extension direction of the strip-shaped city, also called the longitudinal direction
- the vertical direction in the figure is called the horizontal direction.
- the present embodiment and the second and third embodiments are both strip-shaped cities, but the traffic volume in the longitudinal direction of the strip-shaped city and the horizontal traffic volume in the present embodiment are both large. Therefore, the solution adopted in this embodiment is the same as that in the first embodiment.
- the plan is similar and will not be detailed.
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Traffic Control Systems (AREA)
- Road Paving Structures (AREA)
Description
一种无冲突点城市机动车道路系统 技术领域
本发明涉及一种城市道路交通系统， 特别是涉及一种对城市机动车道路系统的改进。 背景技术 说
半个多世纪以来， 世界上所有的中等以上城市， 其城市道路均为由四级道路组成的道路 网。 这四级道路是： 快速路、 主千路、 次干路和书支路。 中国 《城市道路交通规划设计规范》 中规定： 城市道路应分为快速路、 主干路、 次干路和支路四类。
半个多世纪的城市交通发展史证明， 这种将城市道路分为四级的方法必然出现严重的交 通拥堵， 使城市的道路交通系统的改造无法跳出 "拥堵——治理 ·一再拥堵"的怪圈。 在城 市道路分为四级的方法中， 当城市汽车数量较多时， 就出现了严重的交通拥堵， 表现为快速 路通行能力不足， 必然导致修建或增加快速路， 以提高快速路的比例。 快速路建成后， 很多 车辆为了节约时间， 会绕行到快速路上行驶， 这不但诱发了很多新的交通量， 而且会出现快 速路进出口的拥堵现象， "上不去"、 "下不来"， 表现为快速路以外的其它道路通行能力不足， 这就导致提高其它道路的比例。 其它道路通行能力增加后， "上不去"、 "下不来"的问题解 决了， 涌入快速路的车辆进一歩增多， 使得快速路也变成了慢速路， 这又将导致增建快速路， 又要提高快速路的比例……。 这样循环下去， 路越修越多， 车越来越堵， 而且城市面积越来 越大， 必然出现所谓的 "摊大饼"现象。 不仅大量的土地被城市占用， 而且土地供应不足， 严重制约城市的发展， 这已经构成了对国家可持续发展的严峻挑战。 可见， 城市道路分为四 级的方法， 将使城市道路系统的治理进入一个 "死循环"， 不仅城市交通拥堵永远无法解决， 而且难以具备实现 "公交优先"所必需的道路畅通条件。
由于现行的由四级道路组成的道路网， 在每平方公里土地上形成的交通供给量， 即交通 供给密度很低， 远远满足不了繁华市区每平方公里土地上发生的交通需求， 即交通供给密度 远远低于交通需求密度。 因此， 在四级道路所构成的路网中， 繁华市区的交通拥堵是根本不 可能解决的。 几乎所有的大城市都在承受着繁华市区交通拥堵的痛苦， 都在采取某种限制汽 车在繁华市区通行的政策， 这种政策是一种无奈的选择， 给城市生活造成了很大不便， 也引 起了社会上的不满， 而且对于放手发展汽车工业产生消极影响。
现有城市道路交通系统由四级道路组成的方法， 普遍导致了在大城市中， 修建大型立交 桥和高架路， 甚至于是地下交通工程。 这不仅造成了巨额的、 难以支付的交通投资需求， 而 且城市道路交通系统日益复杂， 交通局面日益拥堵， 城市空间日益被分割， 城市人居条件不 断恶化， 形成积重难返的局面。 这是造成城市不可持续发展的重要根源之一。
已有技术和已有专利中，对城市机动车道路交通系统存在的问题，有过各种各样的方案， 但是由于都没能改变路网的四级结构， 不能从整体上、 从根本上消除由四级道路 （快速路、 主干路、 次干路、 支路） 组成的道路网所具有的先天性缺陷， 所以都不能真正有效地解决城 市交通拥堵问题、 城市大量占用土地的问题、 机动车油耗很大和尾气严重污染等问题。
申请（专利）号为 03223555.0的名称为一种车辆通流的交叉路口的专利文件， 公开了一 种车辆通流的交叉路口的设计方案， 是利用掉头通道和换线距离， 可达到所有支道出主干道 的车辆只能右转弯， 从支道开出到对面支道或是左转弯的车辆， 顺车流向驶出对侧主车道。 但是， 在这一设计方案中， 在支道右出顺车流方向的前方要设置带 "乙"型防护栏的掉头通 道， 行驶线路复杂， 交织点多而密集， 只适用于车流量很小的路段。
申请（专利）号为 88101742.6的名称为十字路口的新构造及其用途的专利文件， 公开了 一种十字路口的新构造， 其特征是在十字路口的干道上设置一个与干道平等并平分干道成为 来往车辆分道线的安全岛， 藉双环状回转道与干道之连接， 使各支道与干道的行车毫无交叉 干扰。 但是这种构造占地面积大， 机动车道复杂， 还要建安全岛， 成本高。
申请（专利）号为 93119501.2的名称为城市立体交通系统的专利文件， 公开了一种城市 交通的立体建设系统工程， 阐明了一种现代化城市道路系统， 但该技术不能够有效使用， 而 且道路形成波浪起伏难以实施解决现代化城市对交通的要求。
申请（专利）号为 98117567.8的名称为建筑与交通系统的专利文件， 公开了一种用于城 市或集中居住区或高速公路的建筑与交通系统设计方案， 该种建筑与交通系统是将建筑物的 顶部连接在一起， 上述两类公路可同时与地面公路网或地铁网相通。 将建筑物与公路结合成 为一体， 还可以在建筑物的顶部侧面设置了高架列车通道。 该分明与现有建筑格局相比具有 可充分地利用地上和地直的空间， 但是造价高、 可操作性差。 发明内容
本发明的目的是， 通过对现有城市道路交通系统的根本性改造， 彻底排除城市的交通拥 堵， 消除交通拥堵造成的经济损失， 提高机动车的行驶速度， 减少机动车的出行时间。 根据 现有汽车的行驶特性， 汽车在不停顿行驶状态下， 其百公里耗油只相当于目前城市市区行驶
的 50%〜60%。 釆用本发明， 汽车能够不停顿地行驶， 所以能够大幅度减少机动车的汽油消 耗， 并减少机动车的尾气污染。
本发明的目的还在于能够大量节约城市土地， 这是因为现有城市每平方公里土地上允许 的汽车保有量很低， 所以， 随着汽车数量的增加， 城市占地范围必然迅速扩张， 占用了大量 的土地。 本发明可以使每平方公里土地上的汽车保有量提高约 4倍， 这就避免了随着汽车数 量的增加， 由于每平方公里土地上汽车保有量很低， 而必然出现的城市 "摊大饼"现象， 从 而达到大量节约城市占用土地的目的。
本发明可以将现有城市道路交通系统改造为机动车连续行驶的道路交通系统， 可以取消 交叉路口的红绿灯， 汽车到交叉路口无需停顿和等待， 在交通高峰时段， 汽车的平均行驶速 度提高至四倍左右， 从每小时 10〜20公里， 提高到每小时 60公里左右。
本发明解决其技术问题所采用的技术方案是一种整合性技术， 采用本发明的技术方案， 可以城市中现有地面道路为主体、 为基础， 通过逐步地对交叉路口进行改造， 使城市部分市 区道路网中的所有交叉路口全部实现无冲突点交通， 将现有的城市道路网改造为与汽车交通 完全适应的城市道路网。 这个改进方法的特征在于， 将部分市区范围内的机动车道路中除每 个街区范围内小路和个别路段以外的机动车道路交叉路口全部设立无冲突点交叉路口， 无冲 突点交叉路口为立体交叉路口或其中部分为非立体交叉的其他型式的路口， 以逐步将由快速 路、 主干路、 次干路和支路等四级道路所组成的部分市区的城市道路网改造为除每个街区范 围内小路和个别路段以外的城市机动车道路全部为快速路的城市道路网。
本发明的机动车道路系统， 是对城市道路的整体性的、 根本性的改造。 随着交叉路口改 造数量增加至全部路口， 这就完成了一个由量变到质变的过程， 一个交通特性全新的路网出 现了——原来以间断交通流 （行驶中需不断停顿）交通方式为主的路网， 变化为全部是连续 流 （行驶中无需停顿）交通方式的路网。 交通方式出现了质的飞跃， 与汽车的行驶特性相互 协调， 充分发挥了汽车运输快速的优势。
本发明的机动车道路系统， 是对现有城市道路的交叉路口有选择性地逐个进行改造， 每 个改造工程只局限于一个路口的范围， 因此， 对城市的日常交通影响较小， 与修建高架路、 大立交以及地下工程相比， 对城市日常交通的影响要小得多。
本发明的城市机动车道路系统的改进方法可以用于城市的部分市区， 可以用于发生交通 拥堵的局部道路网或发生交通拥堵的地段或地区， 可以用于城市市区中发生交通拥堵的所有 地段或地区， 可以用于城市市区中的市中心或副中心， 也可以用于城市市区中全部城市建成 区。
本发明可以用于较大面积的部分市区的道路改造，这个部分市区的面积不小于 10平方公 里。
本发明对城市道路交通系统的改迸， 如果需要， 也可以用于街区范围内小路的交叉路口 改造。
本发明中对交叉路口的改造可以改造为立体交叉路口或在交通量较小的部分路口改造为 无冲突点的非立体交叉路口。 在交叉路口的改造中， 也可以全部改造为立体交叉路口。 需要 改造为立体交叉路口的， 可以优选设分离式立交桥。
本发明中机动车道可以设人行过街天桥或过街地道， 以避免行人穿行机动车道。
本发明中每个街区内小路交叉路口的型式可以为常规型式或是优选 (参见图 5 ): 只能沿 一个方向直行和各个行驶方向在右侧通行时只能右转弯， 在左侧通行时只能左转弯； 或是不 能直行（参见图 6)， 右侧通行时只能右转弯， 左侧通行时只能左转弯。
本发明具有突出的优点和效果，现有城市道路系统的改造采用本发明的机动车道路系统， 道路通行能力可以提高至四倍左右。这是因为，每条车道的通行能力能够从每小时 450辆（路 口需停顿时）提高到 1800辆（无路口停顿时）。 如果把交通拥堵造成的延误考虑在内， 现行 城市道路通行能力会更低些。
采用本发明的机动车道路系统， 能使城市单位土地面积上交通供应量大于交通需求量， 即交通供应密度大于交通需求密度， 这就可以从根本上消除繁华市区的交通拥堵， 无需采取 汽车的限行措施。
采用本发明的机动车道路系统， 将使城市平均车速提高四倍左右。 汽车跑同样的距离， 所花的时间只是原来的四分之一， 这就极大地提高了城市的运作效率。
采用本发明的机动车道路系统， 可以使每平方公里土地面积上的汽车保有量提高四倍左 右， 所以可以建成紧凑型城市。 这种紧凑型城市与现行城市的 "摊大饼"相比， 前者城市占 地面积只是后者的四分之一， 城市的直径减少一半。 如果综合考虑， 平均车速提高至四倍左 右， 城市直径减少一半， 那么， 城市人流、 物流的周转效率将有极大的提高。 因此， 以半小 时行驶距离所划定的城市最佳规模，将从目前的 200万人提高至 2000万人以上，这对城市经 济的发展十分重要。
采用本发明的机动车道路系统， 如上述汽车的出行距离减少到原来的四分之一， 并且可 以连续行驶。这两个因素综合起来， 汽车的平均油耗， 将降低至原来的六分之一到八分之一, 这对国家的能源政策是十分有利的。
从以上分析不难看出， 采用本发明的机动车道路系统， 在城市中还可以自然形成 "公交
优先"， 而且可以大量节约公交系统的投资。
采用本发明的机动车道路系统一个突出效果是 "拨乱反正"，可以把城市道路交通改造从 一个走不通的错误方向上拉回来。 这种错误方向是， 只注重若干条道路建设的大工程而忽视 提髙单位土地面积上交通供给能力、 忽视提高整个路网中每一条道路的通行能力。 同时， 本 发明的思路， 能够纠正一个为很多人所接受的错误结论—— "靠修路解决交通拥堵是不可能 的"。老城市的改造中不需要再建设高架路、大立交等造价高、 占地多、通行能力有限的交通 设施， 避免了建造这些将来可能要拆除的交通设施。
采用本发明的机动车道路系统， 只用较少的投资改造交叉路口， 便可以挖掘出相当于原 有道路通行能力四倍左右的潜力， 因此， 可以使道路投资大幅度降低， 是一种投资少、 易实 施、 回报高的技术方案。
本专利文件中所述的市区、 城市市区、 市中心、 副中心、 城市建成区是指《中国城市规 划基本术语标准》（GB/T50280- 98)中所称的市区、城市市区、市中心、副中心、城市建成区。
本专利文件中所述的城市道路是指， 由现行的快速路、 主干路、 次干路和支路等四级道 路所组成的道路网， 以及这四级道路经改造后所形成的城市道路网。
本专利文件中所述的街区是指， 城市道路所围合的每一个地块。
本专利文件中所述的冲突点是指， 来自不同方向车辆行驶路线以较大角度相互交叉的地 点， 即交叉点， 称为冲突点。 附图说明
图 1 : 片状（或称团块状）城市无冲突点机动车道路系统实施例示意图
本图为片状（或称团块状）城市无冲突点机动车道路系统的实施例示意图。
图 2: 带状（水平方向为长轴方向）城市无冲突点机动车道路系统的实施例示意图 本图为带状（水平方向为长轴方向）城市无冲突点机动车道路系统的实施例示意图。 图 3: 带状（水平方向为长轴方向）城市无冲突点机动车道路系统的实施例示意图 本图为带状（水平方向为长轴方向）城市无冲突点机动车道路系统的实施例示意图。 图 4: 带状（水平方向为长轴方向）城市无冲突点机动车道路系统的实施例示意图 本图为带状（水平方向为长轴方向）城市无冲突点机动车道路系统的实施例示意图。 图 5: 无冲突点平面交叉路口
本图为无冲突点平面交叉路口的一种型式。 主要适用于相互交叉道路中一条道路上直行 交通可以禁行的路口， 或者用于每个街区范围内小路的交叉路口。
本图中箭头表示允许行驶方向。
图 6: 无冲突点平面交叉路口
本图为无冲突点平面交叉路口的一种型式。 主要适用于直行方向交通可以禁行的路口， 或者用于每个街区范围内小路的交叉路口。
本图中箭头表示允许行驶方向。
各图中 1.纵向快速路 2.横向快速路 3.无冲突点平面交叉路口 4.横向分离式 立交桥 5.纵向分离式立交桥 6.横向路 具体实施方式
下面通过实施例， 对本发明作进一步的阐述：
实施例一、
如图 1所示， 为一适用于片状（或称团块状）城市的无冲突点机动车道路系统的实施例 (图中每个街区范围内的小路略）。图中的城市道路的交叉口全部设立立体交叉路口， 以满足 在纵横方向都有较大的交通量需求。 在这个路网中， 如果有某个或某些路口交通量较小时， 可以用无冲突点平面交叉路口。 在这个路网外围道路的路口， 如果交通量较小， 也可以用平 面交叉路口。
在该实施例中， 整个路网为棋盘式道路网， 横向道路和纵向道路均为快速路， 形成全部 由快速路组成的城市机动车道路系统。各交叉路口之间沿纵横道路方向的距离可以优选为 700 米左右， 快速路为双向六车道以上。 各交叉路口均采用分离式立交桥（分离式立交桥可采用 上跨式或下穿式或两者结合，本实施例为上跨式）。在横向道路 2和纵向道路 1的所有交叉点 均设分离式立交桥 4、 5， 立交桥 4为橫向道路在桥面上通过， 纵向道路〗上的车辆在立交桥 4桥下的地面道路上水平行驶通过； 立交桥 5为纵向道路在桥面上通过， 横向道路 2上的车 辆在立交桥 5桥下的地面道路上水平行驶通过。
在路网的所有交叉路口均可以不设红绿灯， 车辆可连续不停顿地行驶， 从而形成了整个 路网的快速化。
对于交叉路口的转弯行驶道路， 右转弯行驶时则设右转弯道路， 左转弯的车辆也要首先 向右侧行驶， 然后再通过连续右转弯实现左转弯。
如图 1所示， 设某机动车需从起点 A到达终点 F， 则有两种行驶道路可选择。 第一种选 择是， 从 A点出发， 直行到 B点后右转弯通过街区小路 C， 再右转弯后到达 D， 沿纵向路直行 到 E再右转弯后到达 F点。 第 2个选择是， 从 A点出发， 沿快速路右转弯依次通过 G— H— I , 再直行到 J， 再右转弯依次通过 K→E， 到达终点F。
行人穿过道路时， 需通过人行天桥或地下过街通道。 人行天桥和地下过街通道在示意图 中略。
实施例二、
如图 2所示， 为一适用于带状城市的无冲突点城市机动车道路系统的实施例 （图中每个 街区范围内的小路略）。 图中水平方向为带状城市的延长方向， 也称纵向， 图中垂直方向称横 向。 本实施例与实施例一的结构基本相同， 不同的是， 假设纵向的交通量远远大于横向的交 通量， 所以在路网改造中每一条纵向道路 1都改为可以直行的快速路； 横向的交通量较小， 所以横向道路 2可每隔一条设可直行的快速路， 其间间隔的横向道路 6则不能够沿横向连续 直行， 可在横向道路 6与纵向道路 1的平面交叉路口 3沿纵向方向设路障或禁行标志， 使车 辆沿横向不能通行， 只能右转弯或沿纵向直行。 在交通量较少时， 沿横向道路 6需直行跨过 路口时， 可在驶至纵向道路交叉口时先右转弯， 行驶至隔栏开口处掉头， 再右转弯。
无冲突点平面交叉路口 3的平面示意图也如图 5所示， 纵向道路允许直行， 但对横向道 路则禁止通行， 在横向道路和纵向道路的交叉点设有交通屏障， 以实现该交叉路口为无冲突 点交叉路口。
实施例三、
如图 3所示， 为一适用于带状城市的无冲突点城市机动车道路系统的实施例 （图中每个 街区范围内的小路略）。 图中水平方向为带状城市的延长方向， 也称纵向， 图中垂直方向称横 向。 本实施例与实施例二基本相同， 不同的是： 横向道路通过立交桥时， 在实施例二中是横 向道路 2在桥面上通过立交桥， 而在实施例三中是纵向道路 1在桥面上通过立交桥， 横向道 路 2在立交桥下水平通过立交桥。
实施例四、
如图 4所示， 为一适用于带状城市的无冲突点城市机动车道路系统的实施例 （图中每个 街区范围内的小路略）。 图中水平方向为带状城市的延长方向， 也称纵向， 图中垂直方向称横 向。 本实施例与实施例二、 三均为带状城市， 但本实施例中的带状城市纵向的交通量与横向 的交通量都较大， 因此， 本实施例采用的方案与实施例一的方案相似， 不再详述。
Claims
1、 如权利要求 1至 6中任一权利要求所述的一种无冲突点城市机动车道路系统， 其特征 在于每个街区范围内小路交叉路口的结构型式为常规型式或是只能沿一个方向直行和 各个行驶方向在右侧通行时只能右转弯， 在左侧通行时只能左转弯。
2、 如权利要求 1至 6中任一权利要求所述的一种无冲突点城市机动车道路系统， 其特征 在于每个街区范围内小路交叉路口的结构型式为各个行驶方向在右侧通行时只能右转 弯， 在左侧通行时只能左转弯。
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNA2005100372518A CN1888312A (zh) | 2005-09-09 | 2005-09-09 | 一种无冲突点城市机动车道路系统 |
| CN200510037251.8 | 2005-09-09 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2007028307A1 true WO2007028307A1 (fr) | 2007-03-15 |
Family
ID=37577600
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/CN2006/001769 WO2007028307A1 (fr) | 2005-09-09 | 2006-07-19 | Système routier urbain sans lieu conflictuel |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN1888312A (zh) |
| WO (1) | WO2007028307A1 (zh) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013149280A1 (de) | 2012-04-04 | 2013-10-10 | GÖTSCHL, Franz | Hochfahrwegsystem |
| CN104213484A (zh) * | 2013-05-31 | 2014-12-17 | 王健 | 市民出行环环相扣的组合省时方法 |
| CN105672072A (zh) * | 2016-02-26 | 2016-06-15 | 青岛林川工程技术咨询有限公司 | 一种高速公路改扩建施工期主线保通方法 |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102268852A (zh) * | 2010-06-01 | 2011-12-07 | 蒋红心 | 一种城市道路交通系统的两相位实施方法 |
| CN101929115B (zh) * | 2010-06-02 | 2012-04-25 | 熊建平 | 无干扰城市道路交通网络设施及其通行方法 |
| CN102660913B (zh) * | 2012-05-08 | 2015-07-15 | 熊建平 | 内环型平面无冲突区域道路网络设施 |
| WO2016008450A1 (zh) * | 2014-07-18 | 2016-01-21 | 王建友 | 公路网、路桥网及城市路桥网 |
| CN104846708B (zh) * | 2015-05-14 | 2017-02-22 | 东南大学 | 密路网小街区的居住社区机非分离道路地库复合系统 |
| CN106638193A (zh) * | 2015-10-28 | 2017-05-10 | 赵士星 | 模块化城市 |
| CN105672071A (zh) * | 2016-02-06 | 2016-06-15 | 沈钟德 | 田字形道路 |
| CN106368091A (zh) * | 2016-11-02 | 2017-02-01 | 汪光凯 | 城市无红灯路桥交通网 |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1499015A (zh) * | 2003-09-28 | 2004-05-26 | 董国良 | 一种全立体化城市道路系统及采用该系统的交通方法 |
| CN1590647A (zh) * | 2004-04-28 | 2005-03-09 | 董国良 | 全立体化城市道路系统及采用该系统的交通方法 |
| WO2005059253A1 (en) * | 2003-12-18 | 2005-06-30 | Tarun Gupta | Structural means for assisting flow of traffic at roadway intersection |
-
2005
- 2005-09-09 CN CNA2005100372518A patent/CN1888312A/zh active Pending
-
2006
- 2006-07-19 WO PCT/CN2006/001769 patent/WO2007028307A1/zh active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1499015A (zh) * | 2003-09-28 | 2004-05-26 | 董国良 | 一种全立体化城市道路系统及采用该系统的交通方法 |
| WO2005059253A1 (en) * | 2003-12-18 | 2005-06-30 | Tarun Gupta | Structural means for assisting flow of traffic at roadway intersection |
| CN1590647A (zh) * | 2004-04-28 | 2005-03-09 | 董国良 | 全立体化城市道路系统及采用该系统的交通方法 |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013149280A1 (de) | 2012-04-04 | 2013-10-10 | GÖTSCHL, Franz | Hochfahrwegsystem |
| AT512709A1 (de) * | 2012-04-04 | 2013-10-15 | Goetschl Franz Dipl Ing | Hochfahrwegsystem |
| CN104213484A (zh) * | 2013-05-31 | 2014-12-17 | 王健 | 市民出行环环相扣的组合省时方法 |
| CN104213484B (zh) * | 2013-05-31 | 2017-04-05 | 王健 | 市民出行环环相扣的组合省时方法 |
| CN105672072A (zh) * | 2016-02-26 | 2016-06-15 | 青岛林川工程技术咨询有限公司 | 一种高速公路改扩建施工期主线保通方法 |
Also Published As
| Publication number | Publication date |
|---|---|
| CN1888312A (zh) | 2007-01-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| WO2007028307A1 (fr) | Système routier urbain sans lieu conflictuel | |
| CN103745604B (zh) | 一种人性化高效率行人过街设施及其控制方法 | |
| JP2007506876A (ja) | 一種の完全立体化の都市道路システム及び当該システムを採用する交通様式 | |
| WO2006060950A1 (fr) | Installation de circulation routiere et son procede de construction | |
| CN113362623B (zh) | 一种连续流交叉口左转非机动车交通组织系统及信号控制方法 | |
| CN102708675A (zh) | 基于非对称交通需求的t形交叉口改善交通设计方法 | |
| CN102747661B (zh) | 基于城市道路中的扭转式立交桥的结构及其用途 | |
| CN102268852A (zh) | 一种城市道路交通系统的两相位实施方法 | |
| CN103643607B (zh) | 全封闭全立交快速公交道路系统 | |
| CN203689700U (zh) | 一种行人过街设施 | |
| CN103498394A (zh) | 一种机动车用平面路网系统 | |
| WO2016165637A1 (zh) | 优化开发多维交通路网 | |
| WO2007025416A1 (fr) | Unité de structure de réseau routier urbain sans feux tricolores | |
| CN106381788A (zh) | 一种城市道路全网贯通结构 | |
| CN209602887U (zh) | 一种无红灯十字路口立交桥 | |
| CN201395755Y (zh) | 交叉路畅通型道路结构及其交通路线 | |
| CN201024362Y (zh) | 一种无冲突点城市机动车道路系统 | |
| CN101177927A (zh) | 快速通行道路系统 | |
| CN103541285A (zh) | 无冲突立体组合桥 | |
| CN202194042U (zh) | 应用变道方式的交通路口 | |
| CN201241305Y (zh) | 隧道型无障碍十字路口道路结构 | |
| CN203639771U (zh) | 全封闭全立交快速公交道路系统 | |
| CN102191733A (zh) | 无交通指挥信号灯城市交通系统 | |
| CN103541286A (zh) | 十字交叉路口机动车无冲突偶合桥 | |
| CN103898820A (zh) | 准轨道交通道路系统 |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| 121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
| NENP | Non-entry into the national phase |
Ref country code: DE |
|
| 122 | Ep: pct application non-entry in european phase |
Ref document number: 06761504 Country of ref document: EP Kind code of ref document: A1 |