WO2007128083A1 - Système de maximisation et de contrôle de la mise en circulation alternée de trafic dans des tunnels routiers et sur des autoroutes - Google Patents

Système de maximisation et de contrôle de la mise en circulation alternée de trafic dans des tunnels routiers et sur des autoroutes Download PDF

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Publication number
WO2007128083A1
WO2007128083A1 PCT/AU2007/000623 AU2007000623W WO2007128083A1 WO 2007128083 A1 WO2007128083 A1 WO 2007128083A1 AU 2007000623 W AU2007000623 W AU 2007000623W WO 2007128083 A1 WO2007128083 A1 WO 2007128083A1
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WO
WIPO (PCT)
Prior art keywords
carriageway
freeway
accordance
lane
road system
Prior art date
Application number
PCT/AU2007/000623
Other languages
English (en)
Inventor
Anthony Michael Duffy
Original Assignee
Anthony Michael Duffy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2006902459A external-priority patent/AU2006902459A0/en
Application filed by Anthony Michael Duffy filed Critical Anthony Michael Duffy
Priority to AU2007247787A priority Critical patent/AU2007247787B2/en
Publication of WO2007128083A1 publication Critical patent/WO2007128083A1/fr

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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
    • E01C1/04—Road crossings on different levels; Interconnections between roads on different levels
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/20—Use of light guides, e.g. fibre-optic devices

Definitions

  • the present invention generally relates to motorways and freeways, and in one particular application, tunnels. Although the present invention will be most efficient benefits when applied to tunnels, similar efficiencies would also result from it being employed for ground-level motorways or above-ground viaducts. Accordingly, it is to be understood that the invention is not to be limited to tunnel arrangements but to carriageways using the same or similar configurations to those described and defined, even though, for convenience only, reference will only be made henceforth to "tunnel(s)".
  • the present invention seeks to ameliorate one or more of the aboveraentioned disadvantages.
  • a freeway road system which includes at least three carriageways, each carriageway including at least one lane for carrying vehicles thereon, wherein at least one carriageway is configured as a tidal flow carriageway which is adapted to carry vehicles in one direction at selected times and carry vehicles in an opposite direction at other selected times,
  • At least one of the carriageways is a tunnel.
  • the carriageways are tunnels.
  • at least two of the carriageways are unidirectional carriageways. .
  • carriageways there are three carriageways provided which are arranged side by side, the arrangement being such that two outer carriageways are disposed adjacent and laterally of a central carriageway, the central carriageway being the tidal flow carriageway and the outer carriageway being the unidirectional carriageway.
  • the or each carriageway includes two lanes each so as to increase vehicle flow in the freeway road system.
  • exit and entry ramps are provided which facilitate exit and entry of a vehicle from each carriageway into another carriageway which extends in a different direction from that in which the tunnel system extends, the exit and entry ramps each including at least one lane and a vehicle control apparatus which includes a vehicle filter for filtering vehicles into adjacent lanes.
  • the vehicle filter includes at least one elongate barrier member which extends in use generally in a vehicle flow direction, the or each elongate barrier member being movable at one or more of its ends perpendicular to the vehicle flow direction so as to diagonally extend across a lane in which vehicles are flowing or approaching to direct the vehicles to an adjacent lane.
  • the vehicle control apparatus includes two elongate barrier members, each of which is fixed at an upstream end and which are independently movable at downstream ends so as to direct vehicles into adjacent lanes.
  • the exit and entry ramps include first, second and third lanes which service one carriageway each, wherein a fixed lane dividing barrier is disposed between the second and third lanes, the fixed lane dividing barrier extending at least a short distance past an upstream end of the vehicle control apparatus and at least a short distance past a downstream end of the vehicle control apparatus to inhibit vehicles in the third lane from entering the vehicle control apparatus.
  • an exit ramp is provided which is associated with a uni-directional carriageway and is connected to an entry ramp associated with the at least one tidal flow carriageway.
  • a supplementary traffic control apparatus which includes at least one supplementary elongate barrier disposed at a downstream end of the traffic control apparatus to direct vehicles to an adjacent lane.
  • the or each supplementary elongate barrier is disposed adjacent an entrance to one of the tunnels and is movable at an upstream end so as to inhibit vehicles from the adjacent carriageway travelling in a reverse direction from entering an exit ramp.
  • the elongate barriers and supplementary elongate barriers are movable between an open position wherein the elongate barrier is aligned with a lane border and a diverting position wherein the elongate barrier gradually extends across the lane in a diagonal position.
  • the traffic control apparatus includes two elongate barrier members which may be arranged in use so as to extend parallel to one another or diverge from one another from a common mounting point, the latter diverging arrangement being so as to inhibit access to a carriageway or lane.
  • the two elongate barrier members extend parallel to one another and are spaced apart from one another so as to direct traffic from adjacent lanes.
  • each elongate barrier member is in the form of a plurality of barrier elements which are operatively connected to one another with a flexible element so as to facilitate pivoting between each barrier element.
  • the flexible element is a cable so as to improve the strength of the elongate barrier member to resist vehicle impacts.
  • each barrier element is a concrete plinth so as to form a median strip when assembled together with other barrier elements.
  • at least the end barrier elements include wheels or other engaging devices such as for example cogs to facilitate lateral movement across the lane.
  • motors are included in at least the end barrier elements so as to power the engaging devices so as to laterally move.
  • wireless transmitters and receivers are incorporated in the barrier elements so as to remotely control the movement of the barrier elements.
  • the elongate barrier member is movable between a deployed position and a stowed position.
  • the elongate barrier member is retractable and includes a plurality of barrier elements of graduating sizes in a telescoping arrangement so as to slide within one another when moving between the deployed and stowed positions.
  • a recess is provided in a kerb so as to receive the plurality of barrier elements and stow them therein.
  • an interchange between a first and a second freeway the first and second freeways having a plurality of carriageways associated therewith, at least a first one of the carriageways being bi-directional for managing peak tidal traffic flows
  • the interchange including: at Jeast one exit ramp including at least one iane and connecting at least one freeway lane from the first freeway with at least one freeway lane from the second freeway, the exit ramp including the traffic control apparatus which is adapted to direct traffic to either the uni-directional carriageway on the second freeway or the bi- directional carriageway on the second freeway.
  • the traffic control apparatus is operatively connected to and fed by two converging lanes, at least one of which is from the bi-directional carriageway.
  • a first elongate member is provided, a second elongate member is provided, the first and second elongate members having spaced-apart pivoting mounting points adjacent lane edges, and a third elongate member being adapted to be mounted adjacent the pivoting mounting point of the second elongate member, the third elongate member being laterally movable at both ends thereof.
  • a transition is provided between the tidal flow carriageways and a second multiple-lane carriageway freeway extending in the same direction as the tidal flow carriageways, the transition including traffic control apparatus which includes traffic diversion devices to manage the tidal flow to and from the tidal flow carriageways.
  • an exit ramp is provided, so as to exit a first carriageway on a first freeway road extending in a first direction to a second tidal flow carriageway on a second freeway road extending in a second direction, the exit ramp being connected to and merging with another exit ramp from a lane .of a carriageway from the first freeway at a merging position, the exit ramp including a traffic control device to filter traffic from one lane to an adjacent lane, the traffic control device disposed at a position adjacent or downstream of the merging position.
  • the traffic control apparatus includes a plurality of light emitting devices adapted to be lit in one or more series to represent a line which indicates a driving direction to vehicle drivers.
  • the traffic control apparatus is operatively connected to and fed by two converging lanes, at least one of which is from the bi-directional carriageway.
  • the preferred embodiments which include the addition of a third carriageway or tunnel, when employed with the tidal flow controls that is described herein, allows for doubling the capacity for traffic in the direction of peak flow and a "reserve" carriageway to be available in the event of a blockage of either of the other two as a result of incident/emergency or repair/maintenance.
  • the equivalent utility of two four-lane tunnels can be achieved with greater flexibility of use and less geographical and space constraints, at less than the cost of building two three- lane tunnels, and far less than the cost of four two-lane tunnels.
  • a traffic control apparatus including: a traffic barrier for inhibiting traffic flow into selected carriageways or lanes, the barrier including at least one elongate barrier member which extends in use generally perpendicular to a traffic flow direction, the or each elongate barrier member being movable between a deployed position where it blocks traffic flow into the selected carriageway or lane and a stowed position where it allows traffic to flow into the selected carriageway or lane.
  • Figure 1 shows a plan view of a first motorway or freeway having three two-lane carriageways and a second motorway or freeway having three two-lane carriageways, each in accordance with a preferred embodiment of the present invention, wherein a T- interchange also in accordance with a preferred embodiment of the present invention is shown for movement between the first and second freeways;
  • Figure 2 is a plan view of a cross-interchange between a first motorway or freeway having three two-lane carriageways and a second motorway or freeway having three two-lane carriageways in accordance with a preferred embodiment of the present invention
  • Figure 3 is a plan view of a T-j ⁇ terchange between a first motorway having three two-lane carriageways and a second motorway having one two-lane carriageway and one four-lane carriageway in accordance with a preferred embodiment of the present invention
  • Figure 4 is a plan view of a cross-interchange between a first motorway having three two- lane carriageways and a second motorway having one three-lane carriageway and one two- lane carriageway in accordance with a preferred embodiment of the present invention
  • Figure 5 is a plan view of a cross-interchange between a first motorway having three two- lane carriageways and a second motorway having two two-lane carriageways in accordance with a preferred embodiment of the present invention
  • Figure 6 is a plan view of a traffic control device which moves from a stowed position to a deployed position by felescopically extending across a lane in accordance with a preferred embodiment of the present invention
  • Figure 7 is a side elevation view of Figure 6;
  • Figure 8 is a plan view of a transition between a three-lane freeway and a three two-lane carriageway in accordance with a preferred embodiment of the present invention.
  • Figure 9 is a plan view of an intersection between a highway and a freeway having three two-lane carriageways in accordance with a preferred embodiment of the present invention.
  • Figure 10 is a plan view of an intersection between a highway and a freeway having three two-lane carriageways in accordance with a preferred embodiment of the present invention
  • Figure 11 is a plan view of a transition between a three-lane freeway and a three two-lane carriageway in accordance with a preferred embodiment of the present invention.
  • Figure 12 is a plan view of Figure 8 in- use showing vehicle flows in a tidal situation wherein two carriageways allow vehicle flow in a forward direction and one carriageway allowing vehicle flow in a reverse direction;
  • Figure 13 is a plan view of Figure 9 in use showing vehicle flows in the tidal situation of Figure 12;
  • Figure 14 is a pian view of Figure 10 in use showing vehicle flows in the tidal situation of Figure 12;
  • Figure 15 is a plan view of Figure 1 1 in use showing vehicle flows in the tidal situation of Figure 12;
  • Figure 16 is a plan view of Figure 8 in use showing vehicle flows in a tidal situation wherein an incident or a maintenance period that requires closure of carriageway 1 and allowing vehicle flow in the forward direction in Carriageway 2 and allowing vehicle flow in the rearward direction in Carriageway 3;
  • Figure 17 is a plan view of Figure 9 in use showing vehicle flows in the tidal situation of Figure 16;
  • Figure 18 is a plan view of Figure 10 in use showing vehicle flows in the tidal situation of Figure 16;
  • Figure 19 is a plan view of Figure 11 in use showing vehicle flows in the tidal situation of Figure 16;
  • Figure 20 is a plan view of Figure 8 in use showing vehicle flows in a tidal situation wherein in an incident or maintenance period, the closure of Carriageway 2 is required and vehicles are allowed to flow in a forward direction in Carriageway 1 and vehicles are allowed to flow in the rearward direction in Carriageway 3;
  • Figure 21 is a plan view of Figure 9 in use showing vehicle flows in the tidal situation of Figure 20;
  • Figure 22 is a plan view of Figure 10 in use showing vehicle flows in the tidal situation of Figure 20;
  • Figure 23 is a plan view of Figure 1 1 in use showing vehicle flows in the tidal situation of Figure 20;
  • Figure 24 is a front elevation view of the traffic control device of Figures 6 and 7. Description of Preferred Embodiments
  • a freeway system generally indicated at 10 for carrying vehicles (not shown), the freeway system including a first freeway 12 including a plurality of carriageways 1, 2 and 3, and a second freeway 14 including a plurality of carriageways (4, 5, 6 in Figs 1 and 2).
  • Carriageways 1 - 6 are shown in dashed lines 37 to indicate that they are in the form of underground tunnels. The tunnels interface with the ground at tunnel exits and entrances 19.
  • Figure 1 shows two groups of three carriageways 1, 2, 3 and 4, 5, 6 each having two lanes 21, 22 > 23 j 24, 25, 26, wherein one of the groups of carriageways is configured as a tidal carriageway, that being a central carriageway 2.
  • vehicles may travel on the freeway system 10, in directions generally indicated by arrows 18, That is, vehicles in carriageway 2 will all travel in the same direction at the same time, but in one selected direction at a selected time and in the other direction at other selected times, depending on the requirements of the time and situation.
  • a traffic control apparatus 30 which includes elongate barrier members 32, 34 and 36, which extend generally along the direction of traffic flow. Each barrier member is movable at one or more of its ends 33, 35, 37, 39, 41, 43 perpendicular to the traffic flow so that the barrier member 32, 34, or 36 can diagonally extend across a lane, 21 , 22, 23, 24, 25 or 26 so as to divert or direct vehicles to an adjacent lane.
  • Detail view "A” in Figure 1 illustrates the configuration of a first type of traffic control apparatus 30 wherein the elongate barrier members 32, 34 or 36 are in the form of movable or floating median strips 45, 47, 49-
  • the traffic control apparatus 30 in Detail A includes two movable median strips 45, and 47 shown in Figures 1, 3, 4 and 5, and in use controls tidal, flow from a single lane entry ramp 42 ⁇ onto a triple carriageway freeway 12.
  • Detail view “B” in Figure 1 shows a configuration of a traffic control apparatus 30 which includes a supplementary elongate barrier 48 which in use restricts access to an exit ramp 44 from carriageway 2, and which in use controls tidal flow from the double lane entry ramp 44 onto a triple carriageway freeway 14.
  • each traffic control apparatus 30 is illustrated in an "open" position - that is unrestricting to traffic flow, the elongate barriers 32, 34, 36 being aligned with a lane dividing line 61 - with arrows and dotted lines indicating the median's "closed” position.
  • the detail views show the median sets with all floating medians in a "closed” or restricting position.
  • Each traffic control apparatus 30 is denoted in Figures I to 5 by a number from “60” to "63".
  • each floating median strip 45, 47, 49 is denoted by a letter, "a", "b” or "c".
  • Each letter denotes a floating median strip 45, 47, 49 with the same function in all diagrams as follows: Median strips marked “a” in use allow or restrict access to the leftmost of the three carriageways (1 and/or 4 in one direction, 3 and/or 6 in the reverse direction), from entry ramps, ( Figures 1 to 5). Median strips marked “b” in use allow or restrict access to the middle of the three carriageways (2 and/or 5), from entry ramps, ( Figures 1 to 5). Median strips marked “c” in use restrict access to the entry ramp from the middle of the three carriageways (2 and 5), ( Figures 1 and 2),
  • Traffic control apparatus 63 and 62 includes floating median strips 45, 47 marked “a” and “b".
  • tidal flow control is afforded according to the following conditions: if “a” and “b” are open, then entry ramp access is permitted to a left-hand carriageway only, ("b” being “open” allows traffic flow in the opposite direction along the adjacent lane); if “a” is open and “b” is closed, then entry ramp access is permitted to both the left and middle carriageways, ("b” being “closed” restricts traffic flow in the opposite direction along the adjacent lane).
  • Traffic control apparatus 60 and 61 includes supplementary elongate barriers marked “c". Median strips “b” and “c” work in unison in that both must be either open or closed at the same time to control tidal flow between the entry/exit ramp 44 and middle carriageway. Tidal flow control is afforded according to the following conditions: if “a” is open and “b"/"c" are closed, then entry ramp access is permitted to the left carriageway only; if “a” and “b”/”c” are open, then entry ramp access is permitted to the left and middle carriageways; if “a” is closed and t(1 b'7"c" are open, then entry ramp access is permitted to the middle carriageway only. Note, the configuration of "a” and "b'V'c" closed would result in access to both carriageways being blocked which would not be required except in unusual circumstances.
  • Traffic control apparatus 62 includes a fixed median strip which extends a short distance past a downstream end of the elongate barrier elements so that vehicles in an adjacent lane 98 are inhibited from entering the traffic control apparatus 62.
  • the floating median strips 45, 47, 49 are a plurality of barrier elements connected to one another by a cable 97 so that they may resist vehicle impacts and so that only one element need be moved, and the others will follow. Motors may power an end barrier element, and wireless control systems may control their lateral movement.
  • FIG. 2 there is shown a cross-interchange between three two-lane carriageways 1, 2, 3 and 4, 5, 6.
  • An exit ramp 44 is connected to a lane of carriageways 4 and 5, and the ramp 44 turns towards the carriageways I and 2.
  • Another exit tamp 144 is connected to a lane of carriageways 5 and 6, and the exit ramp 144 merges with exit ramp 44 at a merging point 71. Downstream of the merging point 71 , a traffic control apparatus 60 diverts traffic to either the carriageway I or carriageway 2.
  • FIGs 1 — 5 and Figures 8 -23 show various arrangements of various traffic control devices 30 which are disposed at entrances to the carriageways 12 and 14 in order to safely bring about the 5 normal situations-
  • the traffic control " devices 30 may be lights, signs, movable barriers.
  • Figure 9 shows an interchange 50 between a freeway 10 and a highway 50 which includes exit and entry ramps 52 in both directions for each of three carriageways 1, 2, 3. It is believed that this would be a more expensive interchanges to construct than the one shown in Figure 10. However, it is believed that the interchange 50 in Figure 9 should allow less possibility for driver confusion, because in use, vehicles will always be directed to travel in a single, unchanging direction along any given exit or entry ramp 52. In a situation where in use, an exit/entry ramp is accessible to a Vehicle travelling in an opposite direction to the single direction of the exit / entry ramp, the ramp is simply closed.
  • exit/entry ramps 52 may function as supplementary ramps 53 for Ca ⁇ ag jei way 2, in the event of a temporary closure of an exit/entry ramp 54.
  • Traffic control apparatus 30 may include overhead electric lane indicators and/or traffic lights, however, there exists a real danger for driver error which could result in vehicles traveling in the wrong direction onto a carriageway. Therefore, median strips are preferred. This, of course does not mean that such things as electric lane indicators could not be used as an aid to the floating median strips.
  • an arrow, marked with the label, A, B or C 5 of each floating median strip, indicates its direction of movement.
  • Traffic control devices 30 are also provided in Figures 8 to 11 3 in the form of floating median strips, labeled "B” & "C".
  • the advantage of these twin median strips is that they can be used together as a single median strip, or pivoted apart to work separately, in order to perform their various functions of routing traffic m and out of the tunnel entrances.
  • the end 79 of Median Strip A can translate between the outer kerb of the inward-bound, ground-level carriageway 89 and the end 91 of the divider 92 between Carriageways 1 & 2 in Figure 8 and Carriageways 2 & 3 in Figure 11.
  • Figures 12 - 23 only show the floating median strips that are actually used to control traffic flow in each example. If a median strip is not shown, it can be presumed that it has no relevance for that situation and has therefore been left in an open and non-restricting or kerb-side position.
  • Traffic on the sections of roadway diverging from or converging to double and triple carriageways 7, 8 or 9 can be further controlled and exactly channeled when the floating median strips are used in conjunction with correctly designed, variable lane markers on the road surface.
  • the positions of these lane markers will obviously need to change as the direction of traffic flow between carriageways changes. This will require several lines of iane markers along the sections of road that connect the double and triple carriageways. The various positions of these lines of lane markers would be too complicated for motorists to understand if ordinary lane separators were to be used, as all would be visible at the same time.
  • Floating median strips should not be required at any of the other junctions of carriageways and on/off ramps because, as Figures 12 -23 will show, the ramps will either be in use, their orientation will be against the flow of traffic, (with the flowing traffic obviously unable to reverse into them), or because the carriageway and its exit/entry ramps are closed to traffic, with access to them already blocked elsewhere.
  • one of the main benefits of the interchange shown in Figures 9 and 10, is its simplicity. Among other things, there is no need for any floating median strips, because if a carriageway is open, all of its on/off ramps will be open for traffic.
  • a very safe option for the closure of a ramp at its intersection with a crossroad will be the use of an extendable, (as opposed to floating), median strip. As with all the other movable median strips, it will be electronically controlled. It could be, for example, constructed of a series of segments that, when not in use, could telescope into a single segment that would, in turn, roll into a compartment under the footpath of the crossroad when the ramp is open to traffic and the median strip is not in use.
  • Figures 6 and 7 illustrate an example of such an extendable median. It illustrates a working example of the extendable, segmented median strips featured in Figure 10, showing plan, front and side perspectives. The median strip is depicted in its extended position, restricting access to its adjacent entry ramp.
  • Preferred embodiments of the present invention employ systems (or “sets”) of "floating medians", or similar tidal flow controls, on the entry ramps to the triple carriageways.
  • a “median set” is defined here as a plurality of pivot able (or “floating”) median strips associated together by their proximity and their single and simultaneous function of directing traffic flow at a particular location.
  • Using preferred embodiments of the present invention will greatly reduce the complexity of design and the land area required for the construction of such systems, and the associated costs for engineers and builders, as well as later administration costs for operators.
  • the arrangement shown in Figure 4 includes only one single-level overpass and two median sets to achieve several tidal flow arrangements, assuming that the three two-lane carriageway is in the form of underground tunnels.
  • the arrangement shown in Figure 5 includes only six single-level overpasses and four median sets to achieve several permutations of tidal flow, assuming that the three two-lane carriageway is in the form of underground tunnels.
  • the arrangement shown in Figure 1 includes only one single-level overpass and four median sets to achieve several permutations of tidal flow ⁇ assuming the freeway 10 is underground.
  • the arrangement shown in Figure 2 includes only four single-level overpasses and four median sets to achieve several permutations of tidal flow, assuming both freeways are underground.
  • the number of overpasses increases to six single-level and two double-level overpasses if one of the freeways is at ground-level.
  • a singular additional feature of the arrangement shown in Figure 2 is the employment of twin, unidirectional on- and off-ramps between each of the triple carriageway roads. This, along with the design of the four illustrated median sets, allows for a very simple and economical solution to a complex challenge in design, construction and tidal flow control.
  • Preferred embodiments of the present invention assume that the timing of opening, closure and/or directional change of carriageways, lanes, median strips and on/off ramps can be determined by the local traffic authority to allow for the safe and efficient tidal change of traffic flow. This is presumed to be common practice already and not necessary to be described or explained further in this document.
  • the present invention could be extended from three two-lane carriageways, to four or more two-lane carriageways, which would be more efficient and economical manner than two carriageways of four or more lanes. Furthermore, preferred embodiments of the present invention will be effective in configurations of, for example, three by three-lane carriageways and other like configurations.
  • the present invention is by no means limited to a three-carriageway system of two-lanes each as shown in the preferred embodiments But is intended to embrace all like permutations.
  • preferred embodiments of the invention provide a correct, safe and expeditious movement of vehicles between double and triple carriageways and at interchanges between the three carriageways and other roads, especially during changes of tidal flow.
  • Preferred embodiments of vehicle control apparatus provided to facilitate the vehicle movement include electronic signage and lane marking, as well as "floating" median strips.
  • preferred embodiments of the present invention will result in great savings in land acquisition and the costs of design and construction and later traffic flow admi ⁇ istration.

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  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un système d'autoroute permettant le transport de véhicules. Le système comprend au moins trois voies routières, chaque voie routière comprenant au moins un couloir de transport de véhicules, au moins une voie routière étant configurée comme voie routière de mise en circulation alternée adaptée au transport de véhicules dans une direction à des moments choisis et au transport de véhicules dans une direction opposée à d'autres moments choisis. Dans certains modes de réalisation particuliers, chaque voie routière est un tunnel souterrain. Des dispositifs de commande de véhicule permettant de dévier des véhicules d'un couloir à un autre sont également proposés dans des modes de réalisation préférés, dans certains arrangements ils sont prévus sur des rampes d'entrée et de sortie. L'invention concerne également des procédés d'utilisation de voies routières.
PCT/AU2007/000623 2006-05-10 2007-05-10 Système de maximisation et de contrôle de la mise en circulation alternée de trafic dans des tunnels routiers et sur des autoroutes WO2007128083A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2007247787A AU2007247787B2 (en) 2006-05-10 2007-05-10 System for maximising and controlling tidal flow of traffic in road tunnels and on freeways

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AU2006902459 2006-05-10
AU2006902459A AU2006902459A0 (en) 2006-05-10 System for maximising and controlling tidal flow of traffic in road tunnels and on freeways
AU2006905190A AU2006905190A0 (en) 2006-09-20 System for maximising and controlling tidal flow of traffic in road tunnels and on freeways
AU2006905190 2006-09-20

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WO2007128083A1 true WO2007128083A1 (fr) 2007-11-15

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WO2018072240A1 (fr) * 2016-10-20 2018-04-26 中国科学院深圳先进技术研究院 Procédé de commande de voie à direction variable destiné à un flux de trafic en circulation alternée sur un réseau routier
CN107988957A (zh) * 2017-11-21 2018-05-04 浙江工业大学 基于光电扫描避障的潮汐车道变更系统及方法
CN107988958A (zh) * 2017-11-21 2018-05-04 浙江工业大学 一种基于罗盘测角红外线测距的潮汐车道变更系统及方法
CN107988948A (zh) * 2017-11-21 2018-05-04 浙江工业大学 一种基于3d电子罗盘的潮汐车道变更系统及方法
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CN110689753A (zh) * 2019-09-02 2020-01-14 北京智联云海科技有限公司 一种潮汐停车进出口分配方法
CN112863188A (zh) * 2021-02-19 2021-05-28 浙江数智交院科技股份有限公司 道路并行段的引流方法、系统、电子设备及存储介质
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CN103208198A (zh) * 2013-02-26 2013-07-17 北京兴科迪科技有限公司 封闭道路的道口车辆引导标识装置及其控制方法和应用
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CN107988948A (zh) * 2017-11-21 2018-05-04 浙江工业大学 一种基于3d电子罗盘的潮汐车道变更系统及方法
CN107988958A (zh) * 2017-11-21 2018-05-04 浙江工业大学 一种基于罗盘测角红外线测距的潮汐车道变更系统及方法
CN107988957A (zh) * 2017-11-21 2018-05-04 浙江工业大学 基于光电扫描避障的潮汐车道变更系统及方法
CN109598928A (zh) * 2018-11-26 2019-04-09 启迪设计集团股份有限公司 信号控制交叉口设置远引掉头的判定方法
CN109598928B (zh) * 2018-11-26 2021-02-26 启迪设计集团股份有限公司 信号控制交叉口设置远引掉头的判定方法
CN110689753A (zh) * 2019-09-02 2020-01-14 北京智联云海科技有限公司 一种潮汐停车进出口分配方法
CN112863188A (zh) * 2021-02-19 2021-05-28 浙江数智交院科技股份有限公司 道路并行段的引流方法、系统、电子设备及存储介质
CN116536984A (zh) * 2023-05-08 2023-08-04 中交第二公路勘察设计研究院有限公司 高速公路可逆车道系统及设计方法
CN116564133A (zh) * 2023-07-05 2023-08-08 蘑菇车联信息科技有限公司 潮汐车道的车辆预警方法、装置及电子设备

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