WO2016061902A1 - 平交路口交通分流的方法及系统 - Google Patents

平交路口交通分流的方法及系统 Download PDF

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WO2016061902A1
WO2016061902A1 PCT/CN2015/000546 CN2015000546W WO2016061902A1 WO 2016061902 A1 WO2016061902 A1 WO 2016061902A1 CN 2015000546 W CN2015000546 W CN 2015000546W WO 2016061902 A1 WO2016061902 A1 WO 2016061902A1
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intersection
vehicle
gap
traffic
transition zone
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PCT/CN2015/000546
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English (en)
French (fr)
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邢杰
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邢杰
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Publication of WO2016061902A1 publication Critical patent/WO2016061902A1/zh

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    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles

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  • the invention relates to a method and system for shunting a motor vehicle at a level crossing.
  • the left turn at the level crossing intersects with the opposite straight vehicle driving route. If the left steering and the straight traveling vehicle are simultaneously released, the two easily interfere with each other when the vehicle meets at the intersection.
  • Some intersections implement a separate approach from left-turn traffic to direct traffic signals to avoid mutual interference, but this will always increase the waiting time for vehicles in a certain direction, which is not conducive to the full utilization of intersection capacity, which in turn causes traffic congestion.
  • the overpass can solve the above problems, but the overpass has a complicated structure, a large area, and high construction and maintenance costs. Not all level crossings are suitable for the transformation and establishment of the bridge. In the interchange system, there are always some vehicles driving on the bridge above the ground. If a traffic accident rushes down the bridge deck, it will have more serious damage consequences, and may also affect the vehicles under the bridge.
  • the invention adopts a shunting method, that is, a combination scheme in which the vehicle left-turning (and/or straight-through) implementation is diversified, so that the high-aggregation state of the vehicle at the intersection is dispersed and resolved, and the passing ability of the level crossing is improved. Additionally, the invention relates to a shunt system implementing the method.
  • a method for traffic diversion at a level crossing which requires a small passenger car, a small truck, and other types of vehicles whose body length does not exceed the minivan at the level crossing, first straight through the intersection 1, after a certain distance, after the gap 2 U-turn, enter the opposite lane to return to the original intersection, and then turn right (Figure 1); or the vehicle first turn right at intersection 1, after driving a distance, turn around through the gap 2, enter the opposite lane and return to the original intersection straight ( As shown in Figure 2); or the vehicle first turns right at the intersection 1, after driving for a certain distance, the U-turn through the gap 21, enter the opposite lane to return to the original intersection 1, then turn right, then drive a distance, after another gap 22 Turn around, enter the opposite lane and return to the original intersection 1, then turn right again (Figure 3).
  • the bypass route is longer, if there is no right steering limit at the intersection, the vehicle does not have to wait for the signal to be released, which may save time. In this way, the driver can independently select the travel route with the shortest time according to the comprehensive factors such as the busyness at the intersection, the waiting time, and the length of the bypass route, without having to wait for the traffic signal at the intersection 1.
  • the vehicle in the transition zone is always in a running state, the vehicle can change the lane without a block after the U-turn is turned off, and the steering is made at the intersection. It is also possible to change the lane outside the transition zone, but it may encounter obstacles to the vehicle waiting for the stop signal. All vehicles, especially the original straight-through vehicles, should consciously abide by the transitional regulations. Do not stop in the transition zone and wait for traffic signals (do not park part or all of the body in the transition zone. Wait for the signal, in the transition zone Outside the range) to ensure that the transition zone is always in a smooth state. It is convenient for people and convenient for themselves.
  • a signal light 5 is provided at the gap to control the one-side vehicle 6 that is in the direction of the intersection and has not yet reached the gap (see Figure 7), and the stop light is on.
  • the single-sided vehicle 6 is not allowed to enter the front road section, no matter how it turns to the intersection 1; the opposite side vehicle 61 and the opposite side turn over the gap 2, and the vehicle 62 entering the side lane is not subject to the signal light. 5 controls.
  • the vehicle is not restricted to the right turn.
  • the signal light 5 at the gap 2 and the signal light at the intersection coordinate the signal light 5 at the gap and the corresponding signal at the intersection are synchronously converted; or sometimes there is a difference.
  • the green light at the intersection is bright, the green light at the gap is also bright at the same time; the same is true for the red light.
  • the green light at the gap is slightly later than the green light at the intersection, and the red light at the gap is slightly earlier, which will further reduce the number of vehicles entering the busy road ahead.
  • the signal setting at the intersection is more complicated. It is divided into a straight traffic light and a left turn traffic light, and the traffic lights at the gap are not subdivided.
  • Respond to the signal light For example, you can choose the straight traffic at the intersection to be the mainstream direction.
  • the green light at the gap lights up; when the straight light turns into a red light, the red light at the gap also lights up. .
  • the signal transformation at the gap can also be set by one of the following two schemes: 1) Straight or left turn at the intersection, as long as there is a green light, the gap will turn green; when the straight and left turns at the intersection are red, the gap It turned into a red light. 2) When the straight line at the intersection and the left turn are both green, the gap will turn green; as long as there is a red light at the intersection or left, the gap will turn red.
  • the above signal control mode should be reasonably selected according to the busyness of the corresponding road section, or the camera can be selected according to the traffic density of different time periods.
  • the signal conversion of the signal light 5 at the gap can also be independent of the signal light at the intersection.
  • the signal light at the gap is independently and intelligently controlled according to the single-sided traffic density in the front road section.
  • the vehicle should comply with the travel regulations of the transition zone, and must not wait for traffic signals in the transition zone. Vehicles within the transition zone should always remain in driving.
  • the invention also relates to a split system for implementing the above-described level crossing traffic diversion method.
  • a gap 2 for the vehicle to turn around is set at a certain distance from the level crossing, and the transition belt 3 is located at the side of the road from the gap 2 to the intersection 1; the transition belt starts from the gap 2 and extends along the direction, gradually sinking to the right.
  • traffic signs may be placed on or on the road surface. For example, a small circle or a solid circular traffic sign is placed on the road surface in the transition zone, and the transition zone boundary is marked with a short dashed line.
  • the distance between the gap 2 and the intersection 1 should be moderate, so that the vehicle has enough travel to change the lane, and it is not suitable to make the bypass distance too far.
  • a central isolation barrier can be placed at the distance from junction 1 to gap 2 to prevent the vehicle from turning around illegally before reaching the gap 2.
  • Small vehicles are easy to turn around, and it is more difficult for large vehicles to turn around.
  • the gap 2 and its surrounding road surface can be appropriately widened (as shown in Fig. 10 and Fig. 11), so that large vehicles have sufficient turning radius, and the gap can be turned off by the gap 2.
  • Such a large vehicle can also make a left turn by referring to the route of the small vehicle (as shown in Figure 1-3).
  • the two gaps can have the same function, but also have a division of labor. For example, a gap farther from the intersection for the large vehicle to turn around; another gap for the other The small vehicle turns around and the transition belt is set accordingly.
  • the avoidance belts 41 and 42 are disposed near the transition zone 3, and the escape zone is at the same level as the transition zone entrance; the escape zone is triangular or wedge-shaped, and the thick end faces the transition zone entrance (as shown in FIG. 6 and FIG. 10).
  • the width is two-thirds of the width of at least one lane.
  • the escape belt 41 is located near the transition zone entrance and away from the intersection (see Figure 6). In this way, a straight-through vehicle can avoid the U-turn vehicle that may appear in the front with only a slight adjustment of the direction.
  • the foregoing scheme is described in terms of traffic rules in which the vehicle travels to the right.
  • the traffic rules for driving to the left are implemented, only corresponding adjustments are needed: the direction of travel of the vehicle, the marking of the line, and the use of the signaling device correspond to the traffic rules of the vehicle traveling to the left.
  • the traffic signs, the setting of the traffic facilities, and the placement position are set according to the traffic rules of the vehicle traveling to the left.
  • Figure 1 is a schematic diagram of a vehicle implementing a left steering bypass route
  • Figure 2 is a schematic diagram of the vehicle turning left to another bypass route
  • Figure 3 is a schematic diagram of the vehicle turning left and another bypass route
  • Figure 4 is a schematic diagram of the bypass route of the vehicle to achieve straight travel
  • Figure 5 is a schematic diagram of the shape and position of the transition zone
  • Figure 6 is a schematic view of another shape of the transition zone and the position of the escape zone
  • Figure 7 is a schematic diagram of the position of the signal light at the transition zone and the gap
  • Figure 8 is a schematic diagram showing the effect of implementing the scheme at the intersection
  • Figure 9 is a schematic diagram of the implementation of the scheme for a complex level crossing
  • Figure 10 is a schematic view of a setting of a gap and a nearby pavement.
  • Figure 11 is a schematic view of another setting of the gap and the nearby pavement.
  • FIG. 1 is a schematic diagram of a vehicle implementing a left steering bypass route.
  • the bypass route takes more distance than the vehicle directly turns left at the intersection 1, but if there is no right steering restriction at the intersection, and the straight line signal is released when the vehicle arrives at the intersection; the left turn signal is limited.
  • the driver may still choose to bypass the route after comprehensive weighing.
  • Another advantage of this route is that it avoids direct vehicle left steering and interferes with the passage of the opposite straight vehicle.
  • FIG. 2 and FIG. 3 are different from the specific circuit of FIG. 1, and the effect is the same, both to avoid the vehicle directly turning left at the intersection 1, and to interfere with the opposite (or horizontal) straight traffic.
  • the route shown in Figure 3 is longer, but in this route, the vehicle is always right-turned at intersection 1, and if the right steering is always unrestricted, the vehicle does not have to wait for a signal. If the bypass line length is properly designed, the route may be the shortest, so it may still be the route chosen by the driver.
  • Figure 4 is a schematic diagram of the bypass route of the vehicle to achieve straight travel. As can be seen from the figure, the bypass route takes more distance than the vehicle directly passes through the intersection 1, but if there is no right steering restriction at the intersection, the vehicle does not have to wait for parking. Signals, walking around the route may save waiting time. It is still possible for the driver to choose a bypass route after a comprehensive trade-off.
  • the driver can still turn left or go straight at the intersection according to the original traffic rules.
  • the above-mentioned bypass route provides the driver with a variety of travel options.
  • the driver can comprehensively compare and select the most suitable route without having to wait for the traffic signal to be released at the intersection. From the passive recipients and waiters of traffic signals, the driver becomes an active participant and executor of the traffic plan. This saves travel time and reduces the number of vehicles waiting at the intersection. To ease.
  • the transition zone 3 shown in Fig. 5 starts at the gap 2, and after crossing each lane, it gradually merges into the right turn lane.
  • the edges of this transition zone are curved to help the vehicle turn and change lanes continuously.
  • the transition zone 3 is also provided with small circle-shaped traffic signs, which may also be solid circles or other suitable figures.
  • the position, orientation, shape design and operation rules of the transition zone help the vehicles to avoid, change and turn the vehicles. It also ensures that the vehicles in the transition zone 3 can always maintain a smooth state.
  • the transition zone 3 shown in Fig. 6 is straight-edged, and the transition zone has a simple structure and is easy to implement. However, there is an inflection point in the straight-edge transition zone, and the direction change is not as smooth as the arc-shaped transition zone.
  • Figure 6 also shows the relative position of the escape zone 41 to the transition zone 3: the escape zone is located near the transition zone entrance; the escape zone is at the same level as the transition zone entrance, and the thick end is toward the transition zone entrance.
  • the illustrated avoidance belt is located away from the intersection, so that the straight-moving vehicle can only avoid the U-turn vehicle that may appear in the front with a slight adjustment of the direction. Since the avoidance belt reduces the effective passage width of the road surface, the design of the escape belt 41 shown in FIG. 6 combined with the widened road surface can make the straight-line vehicle not feel the reduction of the road width, and the driver only needs to adjust the direction slightly. Avoid the vehicle ahead.
  • Figure 7 shows the relative position of the transition strip 3 to the signal light 5 at the gap. If there is no ramp near the gap 2, the selection of this signal position is advantageous for controlling the one-sided vehicle 6 that has not yet reached the gap 2, and the other vehicles 61, 62 are not controlled by the signal light 5. In this position, only a warning light (such as a flashing yellow light) can be set to warn the straight-through vehicle to slow down and avoid the U-turn vehicle that may appear in front.
  • a monitoring device such as a camera, with the field of view of the camera facing the intersection to monitor and record whether the vehicle within the transition zone 3 is always in a running state.
  • the monitoring device can also have a random capture function, which can continuously capture two still pictures of the same field of view at any time, and the interval between the two shots is (for example, 0.2-1 seconds), if the same vehicle is in the same position in the two pictures, then It can be determined that the car is in a static state.
  • the same monitoring device can also be set at the intersection 1, and the field of view is oriented toward the gap 2, and the capture is performed synchronously with the monitoring device at the gap.
  • the captured images obtained at these two locations can more completely record whether the vehicle is at rest and the reason for the static: whether there is an obstacle in front or a stagnant situation. If the transition zone 3 is long, more snap positions can be set or other means can be used to monitor and record whether the vehicles in the transition zone are always in a running state.
  • the triangular-like region surrounded by the parking line 51 at the slit and one side edge of the transition band 3 can also be designated as a transition zone.
  • the newly-designed transition zone is integrated with the original transition zone 3 shown in the figure, and the shape of the entire transition zone is more compact, and is more suitable for a road surface with a small number of lanes.
  • Fig. 8 is a schematic view showing the effect of implementing the scheme at the intersection. If the traversing vehicle running track passing through the four gaps 21, 22, 23, 24 is connected end to end, a cross flower-shaped closing path 11 is formed. The cross-shaped route is centered on the intersection 1, with four slits as the apex, and reciprocates in a counterclockwise direction. If there is no right steering limit at the intersection 1, and the design and application of the transition zone in this scheme, the cross-shaped closed route 11 will continue to circulate continuously.
  • Drivers who need to turn left or go straight, especially small motor vehicle drivers, can choose their own travel route according to the comprehensive factors such as the busyness of the intersection, waiting time and length of the route, and choose whether to participate in this cross-shaped cycle. Part without Save time by waiting for the signal to complete the trip. Traffic pressure at junction 1 will ease and overall traffic efficiency will increase.
  • an additional signal (such as the description in Figure 7) can be taken at the gap 2, and the peripheral vehicle heading to the intersection 1 is temporarily limited to the outside of the large circle 111, so that it waits for traffic signals at the periphery. This will further reduce the number of waiting vehicles near the intersection 1, and the traffic pressure will be further alleviated.
  • the traditional solution is to collect the functions of passing, turning, diverting, waiting for signals, etc. at the intersection, and all traffic pressures are concentrated at one point.
  • the above functions are dispersed in the intersection 1, the cross-shaped closed route 11 and the large circle 111, and the three transportation hubs are coordinated to improve the overall operation efficiency and the vehicle passing ability.
  • the intersection mentioned in this scheme may be a complex level crossing, and Figure 9 shows the intersection with the right steering lane.
  • the length of the right turn lane entry 7 from the intersection 1 generally does not exceed the length of the gap 2 from the intersection 1.
  • the right turn lane entry 7 should be close to or close to the transition zone or the entry is set to the end of the transition zone.
  • Figure 10 is a schematic view of a setting of a gap and a nearby road surface.
  • the direction is slightly deflected outward.
  • the road surface of this part is also widened accordingly.
  • This design helps the vehicle to make a smooth turn at the gap and try to avoid interference with the opposite vehicle.
  • the two escape belts 41, 42 are arranged transversely to the head, and the thick ends are all oriented toward the transition belt inlet. This design can be used for various level crossings, especially for multi-lane roads.
  • the gap 2 ie, the transition zone entrance
  • the large vehicle can also make a U-turn through the gap 2, and make a left-turn around the small vehicle's travel route (see Figure 1-3).
  • Figure 10 there are two straight lanes in the direction of the intersection. If the right steering vehicle is particularly large, the straight lane adjacent to the original right lane can also be changed to the right lane.
  • the transition zone is widened accordingly, increasing from the original lane width to two lane widths.
  • Figure 11 is a schematic view of another arrangement of the gap and the nearby pavement. Since the gap 2 and the transition zone 3 divert the traffic flow at the intersection, and the setting of the signal light 5 at the gap (described in FIG. 7 and FIG. 8), the traffic density near the intersection 1, especially the number of waiting vehicles, is greatly reduced. Thus, the road surface of the intersection 1 to the gap 2 can be reduced in width (compared with Fig. 10). The already crowded intersections became clear and the width of the pavement design could be reduced accordingly. Although the partial road surface at the gap is widened, the overall area is saved.
  • the gap is transformed into a "C" shaped U-turn channel, and the U-turn vehicle continuously turns along the outer edge of the "C” shape.
  • the radius of the "C” shape is the turning radius. If the turning radius is large enough, the large vehicle can also smoothly turn around. . Straight traffic between the cars travels along the upper and lower edges of the "C” shape.
  • this kind of scheme occupies a large area.
  • the central area surrounded by the “C” shape is generally not suitable for use as a driveway, resulting in vacant land. It is best to use this vacant land to implement the program.
  • a free area is designed to construct a structure such as a parking lot or a flower bed.
  • Figures 5-7 and 10-11 show only the transition zone of one road and the setting of other traffic facilities/signs.
  • the roads in other directions at the intersection can also be set to the same or similar.

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Abstract

平交路口（1）交通分流的方法及系统，通过车辆（6, 61, 62）左转向（和/或直行）实现方式多样化的组合方案，使车辆（6, 61, 62）在路口（1）处的高度聚集状态得以分散和化解，提高平交路口（1）的通过能力。设立过渡带（3），设计过渡带（3）的形状、位置、走向及行驶规则，使车辆（61, 62），特别是小型车辆（61, 62）能够顺畅掉头，无阻滞地变更车道，直至路口（1）处转向，从而减少路口（1）处等待车辆（6, 61, 62）的数量及等待时间。通过车辆（6, 61, 62）分流缓解路口（1）交通压力。还采用信号灯（5）控制以及设置避让带（41, 42）等技术手段，进一步优化交通条件，提高整体运行效率和车辆（6, 61, 62）通过能力。

Description

平交路口交通分流的方法及系统 技术领域
本发明涉及平交路口机动车分流的方法及系统。
背景技术
在背景技术中，平交路口处的左转向与对面直行车辆行车路线发生交汇，如果同时放行左转向与直行车辆，二者在路口会车时容易相互干扰。有的路口实行左转向与直行交通信号分开设立的办法，以避免它们相互干扰，但这总会增加某一方向车辆的停车等待时间，不利于路口通过能力的充分发挥，进而造成交通拥堵。
立交桥能够解决上述问题，但立交桥结构复杂、占地多、建设和维护成本高，并不是所有平交路口都适合改造成立交桥。立交体系中，总有一部分车辆在高于地面的桥面上行驶，如果发生交通事故冲下桥面，将产生更为严重的损害后果，也可能波及桥下正常行驶的车辆。
发明内容
本发明是采用分流的方法，即实行车辆左转向(和/或直行)实现方式多样化的组合方案，使车辆在路口处的高度聚集状态得以分散和化解，提高平交路口的通过能力。另外，本发明还涉及实施该方法的分流系统。
一种平交路口交通分流的方法，需要在平交路口实现左转向的小型客车、小型货车、车身长度未超过小型货车的其他种类机动车，首先直行通过路口1，行驶一段距离后，经过豁口2掉头，进入对侧车道返回原路口，然后右转向(如图1)；或者所述车辆首先在路口1右转向，行驶一段距离后，经过豁口2掉头，进入对侧车道返回原路口直行(如图2)；或者所述车辆首先在路口1右转向，行驶一段距离后，经过豁口21掉头，进入对侧车道返回原路口1，然后右转向，再行驶一段距离后，经过另一豁口22掉头，进入对侧车道返回原路口1，然后再次右转向(如图3)。
只在少数情况下(例如对面直行车辆或横向直行车辆特别多)，才需要禁止小型车辆在路口处直接左转向。大多数情况下，小型车辆仍可按原有交通规则在路口直接左转向，或等待信号放行后左转；也可按照上述绕行路线实现间接左转向。这样驾驶员就可根据路口处的繁忙程度、等待时间、绕行路线的长短等综合因素，自主选择时间最短的出行路线，而不必一味在路口1等待交通信号。
需要在平交路口直行的小型客车、小型货车、车身长度未超过小型货车的其他种类机动 车，直行通过路口或等待信号放行后直行；或者，所述车辆首先在路口1右转向，行驶一段距离后，经过豁口2掉头，进入对侧车道返回原路口1，然后再次右转向(如图4)。绕行路线虽然较长，但路口处如果没有右转向限制，车辆就不必等待信号放行，就可能节省时间。这样驾驶员就可根据路口处的繁忙程度、等待时间、绕行路线的长短等综合因素，自主选择时间最短的出行路线，而不必一味在路口1等待交通信号。
以上方案的实施过程中，总有一部分车辆经过豁口2掉头，转入并借用对侧车道行驶。这增加了对侧路面的车流量，使原本就拥挤的路口附近路面变得更加拥挤。实施过程中还会遇到另外两个常见情况：(1)车辆在豁口处掉头时容易与对面的直行车辆发生冲突，如不加以协调和疏导，将会在豁口2处产生新的拥堵。(2)车辆在豁口掉头后有时需要前往路口右转向，此间变道过程中，可能会遇到原有停驶等待信号车辆的阻碍。为此，本方案又通过设立过渡带3的办法解决以上问题(如图5)：自豁口2驶向路口1这一侧路段，设置跨越原有各车道、方向平缓变化的过渡带3；自豁口2掉头，然后前往路口1右转向的车辆，可利用过渡带变更车道；同侧各车道机动车均可穿越过渡带，但不得在过渡带内停车等候交通信号；除非是为了避免交通事故的发生，车辆应在过渡带内保持行驶状态，不得滞留。由于过渡带的方向是平缓变化的，且走向与直行车向大致相同，所以尽管它跨越了原有各车道，也不会对直行车流产生较大干扰。又因过渡带内的车辆总是处于行驶状态，故车辆自豁口掉头后可以无阻滞地变更车道，前往路口处实现转向。车辆在过渡带以外变更车道也可以，但可能遇到停驶等待信号车辆的阻碍。所有车辆，特别是原有直行车辆应自觉遵守过渡带的行驶规定，不要擅自在过渡带内停车等待交通信号(不要将车身的部分或全部停在过渡带内。需等待信号，可在过渡带范围以外)，以确保过渡带始终保持畅行状态。予人方便，予己方便。
还可以通过设置信号灯等方法，减少和控制进入前方繁忙路段的车辆数。路口1处没有限制车辆右转向的信号灯，也无右转禁止标志：在豁口处设置信号灯5用以控制前往路口方向、且尚未抵达该豁口的单侧车辆6(如图7)，止行灯亮起后，所述单侧车辆6不得前行进入前方路段，无论其前往路口1处转向如何；对侧车辆61和对侧经过豁口2掉头，进入本侧车道的车辆62，不受所述信号灯5的控制。
路口1处可以设有信号灯，但始终不限制车辆右转向，为了使豁口2处信号灯5与路口处的信号灯协调一致，豁口处信号灯5与路口处相应信号灯同步变换信号；或者之间有时差。例如，路口处绿灯亮，则豁口处绿灯也同时亮；红灯也是如此。或者豁口处绿灯的亮起略晚于路口处绿灯，而豁口红灯的亮起则略早，这将进一步减少进入前方繁忙路段的车辆数。
有时路口处信号灯设置较为复杂，分为直行红绿灯和左转向红绿灯，而豁口处的红绿灯没有细分。这时可以选择路口处的一个车向为主流车向，使豁口处的信号灯变换与该主流车 向信号灯相呼应。例如，可以选择路口处的直行车向为主流车向，当路口直行变为绿灯时，则豁口处绿灯亮起；路口直行灯变为红灯时，则豁口处的红灯也随之亮起。也可将路口处的左转车向设为主流车向，豁口信号灯设置作相应调整。还可通过以下两种方案之一设置豁口处的信号变换：1)路口处直行或左转向只要有一只变绿灯，则豁口处即变绿灯；路口处直行与左转向均为红灯时，豁口处才变为红灯。2)路口处直行和左转向均为绿灯时，豁口处变绿灯；只要路口处直行或左转向有一只为红灯，豁口处即变为红灯。总之，应根据相应路段的繁忙程度合理选择上述信号控制模式，也可根据不同时段的车流密度情况相机选择。
当然，豁口处信号灯5的信号变换也可独立于路口处的信号灯。例如，豁口处信号灯根据正前方路段内的单侧车流密度情况进行独立的智能化控制。无论采用何种信号控制模式，无论信号灯如何变换信号，车辆均应遵守过渡带的行驶规定，不得在过渡带内静候交通信号，过渡带范围内的车辆应总是保持行驶状态。
本发明还涉及实施上述平交路口交通分流方法的分流系统。
距离平交路口1一定距离配套设置供车辆掉头的豁口2，过渡带3位于自豁口2驶向路口1的一侧路段；过渡带自豁口2开始，顺着驶向延展，逐渐汇并于右转向车道；过渡带为至少一个车道的宽度。为了使过渡带3醒目并明确其界限，可在其路面上或边界设置交通标志，例如，过渡带内的路面上布有小圆圈或实心圆形交通标志，过渡带边界用短虚线标记。
豁口2至路口1的距离要适中，以车辆有足够的行程变更车道，又不产生太远的绕行距离为宜。如有必要，可在路口1至豁口2这段距离设置中央隔离护栏，防止车辆在抵达豁口2之前违章掉头。小型车辆掉头容易，大型车辆掉头较困难，为此，豁口2及其附近路面也可适当加宽(如图10、图11)，以便大型车辆有足够的转弯半径，可以利用豁口2掉头。这样大型车辆也可参照小型车辆的路线(如图1-3)实现绕行左转弯。如果掉头车辆特别多，还可并列设置一远一近两处豁口，两处豁口可以有同样功能，也可有所分工，例如：离路口较远的一个豁口供大型车辆掉头；另一豁口供小型车辆掉头，过渡带作相应配套设置。
为了尽量避免掉头车辆与对面直行车辆发生冲突，还可采取其他措施使二者互相避让。例如：在过渡带3附近设置避让带41、42，避让带与过渡带入口处于同一水平；避让带呈三角形或楔形，粗端朝向过渡带入口(如图6、图10)，避让带粗端宽度为至少一个车道宽度的三分之二。大多情况下，避让带41位于过渡带入口附近、远离路口向的方位(如图6)。这样，直行车辆只需稍微调整方向就可避让前方可能出现的掉头车辆。
前述方案是按照车辆靠右行驶的交通规则描述的。实行靠左行驶的交通规则时，仅需作相应调整：所述车辆行进方向、线路标记、信号装置的使用与车辆靠左行驶的交通规则相对应。所述交通标志、交通设施的设置及摆放位置按照车辆靠左行驶的交通规则进行设置。
附图说明
图1是车辆实现左转向绕行路线示意图
图2是车辆实现左转向另一种绕行路线示意图
图3是车辆实现左转向又一种绕行路线示意图
图4是车辆实现直行的绕行路线示意图
图5是过渡带形状与位置示意图
图6是过渡带另一种形状与避让带位置示意图
图7是过渡带与豁口处信号灯设立位置示意图
图8是十字路口实施本方案的效果示意图
图9是复杂平交路口实施本方案示意图
图10是豁口和附近路面一种设置方式示意图
图11是豁口和附近路面另一种设置方式示意图
具体实施方式
下面结合附图，对本方案的具体实施方式进行说明。
图1是车辆实现左转向绕行路线示意图。从图中可看出，绕行路线比车辆在路口1处直接左转向要多走一些路程，但是如果路口处始终没有右转向限制，且车辆抵达路口时直行信号为放行；左转信号为限制时，走绕行路线有可能节省等待时间，驾驶员经过综合权衡仍有可能选择绕行路线。该路线的另一优点是：避免车辆直接左转向而干扰对面直行车辆的通过。
图2图3与图1的具体线路不同，效果是一样的，都是为了避免车辆在路口1处直接左转向，而干扰对面(或横向)直行车流。其中图3所示的路线更长一些，但是这一路线中，车辆在路口1处始终是右转向，如果右转向始终不受限制，车辆就始终不必停车等待信号。如果绕行线路长度设计合理，该路线有可能是时间最短的，因此它仍有可能成为驾驶员选择的路线。
图4是车辆实现直行的绕行路线示意图，从图中可看出，绕行路线要比车辆直接通过路口1要多走一些路程，但是如果路口处始终没有右转向限制，车辆就不必停车等待信号，走绕行路线有可能节省等待时间。驾驶员经过综合权衡仍有可能选择绕行路线。
在大多数情况下，驾驶员仍可按原有交通规则，在路口处直接左转向或直行，上述绕行路线为驾驶员提供了多种出行选择。驾驶员可综合比对，自主选择最合适的线路，而不必一味在路口处等待交通信号放行。驾驶员从交通信号的被动接受者和等待者，变成了交通计划的主动参与者和执行者。这节省了出行时间，也减少了路口处等待车辆的数量，交通压力得 以缓解。
图5所示过渡带3起始于豁口2，跨越各车道后，逐渐汇并于右转向车道。这种过渡带的边缘是弧形的，有助于车辆连续转弯和变道。过渡带3内还布有小圆圈状交通标志，这些交通标志也可以是实心圆形或其他合适图形。过渡带的位置、走向、形状设计及运行规则均有助于车辆互相避让、变道和转向，也保证了过渡带3范围内的车辆能够始终保持畅行状态。
图6所示过渡带3是直边的，这种过渡带结构简单，易于实施。但直边过渡带存在拐点，方向变化的平缓度不及弧形过渡带。图6还展示了避让带41与过渡带3的相对位置：避让带位于过渡带入口附近；避让带与过渡带入口处于同一水平，粗端朝向过渡带入口。图示避让带位于远离路口向的方位，这样直行车辆只需稍微调整方向就可避让前方可能出现的掉头车辆。由于避让带缩减了路面的有效通行宽度，图6所示的避让带41与拓宽路面相结合的设计，可使直行车辆感觉不到路面宽度的缩减，只需驾驶员稍微调整一下方向，就可避让前方车辆。
图7展示了过渡带3与豁口处信号灯5的相对位置。豁口2附近如果没有岔道，这一信号灯位置的选定有利于控制尚未抵达豁口2的单侧车辆6，其他车辆61、62则不受该信号灯5控制。这一位置还可以仅设置警示灯(例如闪烁的黄灯)，以警示直行车辆减速避让前方可能出现的掉头车辆。这一位置还可以设置监控设备，例如摄像装置，摄像装置的视野朝向路口方向，以监测和记录过渡带3范围内的车辆是否总是处于行驶状态。该监控设备还可具备随机抓拍功能，可在任意时段连续抓拍两张同视野的静止图片，两次抓拍有间隔(例如0.2-1秒)，如果同一车辆在两张图片中处于同一位置，则可判定该车处于静止滞留状态。还可在路口1处设置同样的监控设备，视野朝向豁口2方向，与豁口处的监控设备同步实施抓拍。这样两处地点得到的抓拍图片能更完整地记录车辆是否处于静止状态，以及静止的原因：是前方有障碍，还是无故滞留。如果过渡带3较长，还可设置更多的抓拍位置或采用其他手段，监测和记录过渡带范围内的车辆是否总是处于行驶状态。
图7中，豁口处的停车线51与过渡带3的一侧边缘所围成的类三角形区域也可划设为过渡带。这样，新划设过渡带与图示原有过渡带3合并为一体，整个过渡带的形状就更为简洁，比较适合车道数不多的路面。
图8为十字路口实施本方案的效果示意图。如果将经过四个豁口21、22、23、24的折返车辆运行轨迹首尾相接，就形成了十字花形闭合路线11。该十字花形路线以路口1为中心，以四个豁口为顶点，按逆时针方向往复循环。如果路口1处始终没有右转向限制，再结合本方案中过渡带的设计及应用，该十字花形闭合路线11就将不停地循环畅通。需要实现左转向或直行的驾驶员，特别是小型机动车驾驶员，就可根据路口的繁忙程度、等待时间、线路长短等综合因素，自主选择出行路线，选择是否要参加这个十字花形循环的某一部分，而不必 一味等待信号灯来完成这段行程，从而节省了时间。路口1处的交通压力将会缓解，整体通行效率也将提高。
如有必要，还可在豁口2处采取增设信号灯等办法(详见图7说明)，将驶往路口1的外围车辆暂时限定在大圆圈111之外，使其在外围等候交通信号。这将进一步减少前方路口1附近等待车辆的数量，交通压力进一步缓解。换言之，传统方案是将车辆的通过、转向、分流、等待信号等功能汇集在路口一处，所有交通压力集中于一点。本方案是将上述各功能分散于路口1、十字花形闭合路线11、大圆圈111这三处，通过这三处交通枢纽协调运转，提高整体运行效率和车辆通过能力。
本方案所述路口可能是复杂的平交路口，图9所示的就是带有右转向专用道的十字路口。右转向专用道入口7距离路口1的长度，通常不超过豁口2距离路口1的长度。右转向专用道入口7应紧贴或靠近过渡带，或者将该入口设为过渡带的终点。
图10是豁口和附近路面一种设置方式示意图。图中，无论是驶往路口1方向的车流，还是驶离路口方向的车流，在接近豁口2时，均略向外侧偏转方向。该部位路面也相应增宽。这种设计有助于车辆在豁口处顺利掉头，并尽量避免其与对面直行车辆互相干扰。两个避让带41、42对头横向排列，粗端均朝向过渡带入口。各种平交道路均可采用该设计方案，特别是多车道路面更为适宜。如果豁口2(即过渡带入口)宽度足够，能够容纳较大的转弯半径，那么大型车辆也能够经过豁口2掉头，参照小型车辆的行驶路线(如图1-3)实现绕行左转弯。图10中驶向路口方向的直行车道有两条，如果右转向车辆特别多，也可将邻近原右转向车道的直行车道改为右转向车道。过渡带相应加宽，由原来的一个车道宽度增为两个车道宽度。
图11是豁口和附近路面另一种设置方式示意图。由于豁口2和过渡带3分流了路口的车流量，配合豁口处信号灯5的设置(详见图7、图8说明)，路口1附近的车流密度，特别是等待车辆的数量将大为减少。这样，路口1至豁口2这一路段的路面就可缩减宽度(与图10比较)。原本拥挤的路口变得畅通，路面设计宽度就可相应缩减。豁口处局部路面虽有所加宽，但整体而言还是节省了占地面积。
还可以通过其他方法扩大车辆掉头时的转弯半径。例如，将豁口演变成“C”形掉头通道，掉头车辆沿“C”形的外缘连续转弯，“C”形的半径即为转弯半径，如果转弯半径足够大，则大型车辆也可顺畅掉头。往来的直行车辆沿“C”形的上下边缘驶过。但这种方案占地较大，在没有立交的情况下，“C”形所包围的中央区域一般不宜用作车道，造成土地的空置。实施该方案最好能利用这一空置土地。例如空闲区域设计修建停车场或花坛等构筑物。
为了简化，图5-7和图10-11仅展示了一条道路的过渡带及其他交通设施/标志的设置情况，路口处其他方向的道路也可作相同或类似设置。

Claims (10)

  1. 一种平交路口交通分流的方法，需要在平交路口实现左转向的小型客车、小型货车、车身长度未超过小型货车的其他种类机动车，首先直行通过路口(1)，行驶一段距离后，经过豁口(2)掉头，进入对侧车道返回原路口，然后右转向；或者所述车辆首先在路口(1)右转向，行驶一段距离后，经过豁口(2)掉头，进入对侧车道返回原路口直行；或者所述车辆首先在路口(1)右转向，行驶一段距离后，经过豁口(21)掉头，进入对侧车道返回原路口，然后右转向，再行驶一段距离后，经过另一豁口(22)掉头，进入对侧车道返回原路口，然后再次右转向；
    需要在平交路口直行的小型客车、小型货车、车身长度未超过小型货车的其他种类机动车，直行通过路口或等待信号放行后直行；或者，所述车辆首先在路口(1)右转向，行驶一段距离后，经过豁口(2)掉头，进入对侧车道返回原路口，然后再次右转向；
    其特征在于：自豁口(2)驶向路口(1)这一侧路段，设置跨越原有各车道、方向平缓变化的过渡带(3)；自豁口掉头，然后前往路口右转向的车辆，可利用过渡带变更车道；同侧各车道机动车均可穿越过渡带，但不得在过渡带内停车等候交通信号；除非是为了避免交通事故的发生，车辆应在过渡带内保持行驶状态，不得滞留。
  2. 根据权利要求1所述的平交路口交通分流的方法，路口处没有限制车辆右转向的信号灯，也无右转禁止标志，其特征在于：在豁口处设置信号灯(5)用以控制前往路口方向、且尚未抵达该豁口的单侧车辆(6)，止行灯亮起后，所述单侧车辆(6)不得前行进入前方路段，无论其前往路口(1)处转向如何；对侧车辆(61)和对侧经过豁口(2)掉头，进入本侧车道的车辆(62)，不受所述信号灯(5)的控制。
  3. 根据权利要求2所述的平交路口交通分流方法，路口处有信号灯，但始终不限制车辆右转向，其特征在于：豁口处信号灯(5)与路口处相应信号灯同步变换信号。
  4. 根据权利要求2所述的平交路口交通分流方法，其特征在于：豁口处信号灯(5)根据正前方路段内的单侧车流密度情况进行独立的智能化控制。
  5. 一种实施权利要求1所述平交路口交通分流方法的分流系统，距离平交路口(1)一定距离配套设置供车辆掉头的豁口(2)，其特征在于：过渡带(3)位于自豁口(2)驶向路口(1)的一侧路段；过渡带自豁口开始，顺着驶向延展，逐渐汇并于右转向车道；过渡带为至少一个车道的宽度。
  6. 根据权利要求5所述的分流系统，其特征在于：过渡带内的路面上布有小圆圈或实心圆形交通标志。
  7. 根据权利要求5所述的分流系统，其特征在于：在过渡带(3)附近设置避让带(41、42)，避让带与过渡带入口处于同一水平；避让带呈三角形或楔形，粗端朝向过渡带入口，避让带粗端宽度为至少一个车道宽度的三分之二。
  8. 实施权利要求2或3或4所述平交路口交通分流方法的分流系统。
  9. 按照权利要求1-4中任何一项所述的平交路口交通分流的方法，其特征在于：所述车辆行进方向、线路标记、信号装置的使用与车辆靠左行驶的交通规则相对应。
  10. 按照权利要求5-8中任何一项所述的分流系统，其特征在于：所述交通标志、交通设施的设置及摆放位置按照车辆靠左行驶的交通规则进行设置。
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