WO2022119235A1

WO2022119235A1 - Intersection transit system

Info

Publication number: WO2022119235A1
Application number: PCT/KR2021/017504
Authority: WO
Inventors: 송창호
Original assignee: 송창호
Priority date: 2020-12-02
Filing date: 2021-11-25
Publication date: 2022-06-09
Also published as: KR102246680B1

Abstract

The disclosed invention relates to an intersection transit system for an intersection at which a first road and a second road intersect with each other, each of the first road and the second road including a left-turn lane, a straight lane, and a right-turn lane, each of which is one-way lane, wherein at least the left-turn lane and the straight lane of the first road are spatially separated downward from the second road at the intersection, a structure for left-turn is provided at the intersection, an up-down line left-turn lane of the first road extends upward to raise its altitude, while passing through the structure for left-turn, and then enters the left-turn lane of the second road, and an up-down line left-turn lane of the second road extends downward to lower its altitude, while passing through the structure for left-turn, and then enters the left-turn lane of the first road.

Description

intersection pass system

The present invention relates to an intersection passage system, and to a new intersection passage system capable of solving an intersection congestion phenomenon that occurs frequently when traffic volume increases.

In modern society, transportation and logistics are so important that it can be said that they are the vessels of industry. Smooth transportation and logistics give vitality to the overall industry, but on the other hand, as the communication between people and goods stagnates, the vitality of the industry decreases and various cost burdens increase.

In particular, in cities with high population and vehicle densities, even a small increase in traffic volume, such as during rush hour, can easily cause congestion. Congestion sections are mainly created when congestion that occurs at intersections spreads to the surrounding area. The main culprit of intersection congestion is the interruption of traffic flow due to the left turn signal and the intersection. To prevent this problem, tail biting is prohibited at intersections, but it is difficult to completely prevent my selfish desire to go a little faster.

Therefore, a systematic way to evolve the traffic system at the intersection will be a fundamental solution. Efforts have been made to reduce the interruption of traffic flow and intersections by integrating the signal system or making either lane at the intersection an underpass.

An object of the present invention is to provide a new intersection traffic system that can fundamentally prevent or reduce intersection congestion by three-dimensionally separating the traffic flow of a left-turning vehicle from a straight-through traffic flow at the intersection.

The present invention relates to an intersection where a first road and a second road each have a left turn lane, a straight lane, and a right turn lane as one-way lanes, respectively, wherein at least the left turn lane and the straight lane of the first road are the second lanes at the intersection It is spatially separated from the road in the downward direction, and a left turn structure is provided at the intersection, and the up and down left turn lane of the first road increases the altitude while passing the left turn structure to the left turn lane of the second road It relates to an intersection passage system, characterized in that the up-and-down left turn lane of the second road enters the left turn lane of the first road by lowering the altitude while passing through the left turn structure.

Also, at the intersection, a lane change in a straight lane adjacent to the up-and-down left-turn lane of the first road and the second road is not permitted.

And, at the intersection, the up-and-down right turn lane of the first road and the second road is preferably a right turn exclusive lane.

Also, the right turn lane of the first road may be spatially coplanar with the right turn lane of the second road.

And, the up-and-down left-turn lane of the first road increases the altitude while turning along the edge of the left-turning structure to enter the left-turn lane of the second road, and the up-and-down left turn lane of the second road is the left-turning structure It is possible to enter the left turn lane of the first road by lowering the altitude while turning along the edge of the .

In addition, the up-and-down left-turn lane of the second road is a part of the left-turn structure, and each consists of an overpass, and the up-link left-turn overpass and the down-line left turn overpass of the second road are spatially separated from each other in the vertical direction. .

And, in one embodiment of the present invention, the structure for turning left for the first road separates the straight lane adjacent to the up-and-down left-turn lane of the first road, and passes through the up-and-down left turn lane of the first road It is a tower structure that provides a lane.

And, if necessary, a left turn signal may be provided in each of the up-and-down left-turn lane of the first road and the up-and-down left turn lane of the second road.

Here, left turn traffic control in which an idle time is given after a left turn signal to the up and down left turn lane of the first road, and then an idle time is given after a left turn signal to the up and down left turn lane of the second road is repeated.

According to an embodiment of the present invention, at least a left turn lane and a straight lane of the first road are configured as an underpass with respect to the second road.

Meanwhile, according to another embodiment of the present invention, the intersection is a highway interchange, the first road is a general road, and the second road is a highway.

According to the intersection traffic system of the present invention having the above configuration, as the left turn traffic flow is three-dimensionally and spatially separated from the straight traffic flow, congestion caused by the left turn signal is significantly improved.

In addition, traffic efficiency can be further improved by detecting the amount of left-turning traffic and organically adjusting the signal in conjunction with the required amount of left-turning.

And, by continuously installing the intersection traffic system of the present invention at each intersection, it is possible to create a smooth straight-through traffic flow that does not receive a straight-through signal.

In addition, since traffic lights are almost unnecessary at intersections, the convenience of vehicle movement is increased, and the risk of traffic accidents is significantly reduced.

In addition, if the intersection passage system of the present invention is implemented as a tower structure, the tower structure not only functions as a landmark, but also the tower structure is a traffic volume measuring device, an environment measuring device, and a mobile communication repeater. It can provide a space suitable for installing a Wi-Fi router, etc. in the city center.

Furthermore, it can contribute to the rapid application of autonomous driving in cities as it does not require much information on V2X (vehicle to everything) required for autonomous driving.

1 is a view showing an intersection passage system in the first basement floor in the present invention.

2 is a view showing an intersection traffic system on the first floor above the ground in the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. Advantages and features of the present invention, and a method for achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments published below, but may be implemented in various different forms, and only these embodiments allow the publication of the present invention to be complete, and common knowledge in the technical field to which the present invention pertains. It is provided to fully inform the possessor of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

Unless otherwise defined, all terms (including technical and scientific terms) used herein may be used with the meaning commonly understood by those of ordinary skill in the art to which the present invention belongs. In addition, terms defined in a commonly used dictionary are not to be interpreted ideally or excessively unless clearly defined in particular. The terminology used herein is for the purpose of describing the embodiments and is not intended to limit the present invention. In this specification, the singular also includes the plural unless specifically stated otherwise in the phrase.

As used herein, “comprises” and/or “comprising” refers to a referenced component, step, operation and/or element of one or more other components, steps, operations and/or elements. The presence or addition is not excluded.

1 and 2 are diagrams for explaining an intersection traffic system according to the present invention. The intersection traffic system of the present invention is an intersection 10 where the first road 100 and the second road 200 intersect, and in particular, any one road, for example, the first road 100, is the second road 200 ) is spatially separated in the downward direction. That is, if the second road 200 is an overground road, the first road 100 is an underground road, and if the first road 100 is a ground road, the second road 200 is an overpass. ) and the second road 200 are separated from each other in the vertical direction.

FIG. 1 shows a first road 100 that is an underpass, and FIG. 2 shows a second road 200 that is an overground road. 1 and 2 show an example to which the present invention is applied for convenience of explanation, the first road 100 in FIG. 1 is an underground road in the east-west direction, and the second road 200 in FIG. 2 is in the north-south direction of the ground road is shown. However, FIGS. 1 and 2 are diagrams for explanation, and the present invention may be applied to an intersection such as a three-way intersection other than an intersection. This is because the basic concept of the present invention is to spatially separate the movement of a left-turning vehicle across a traffic flow, and the basic technical idea can be applied to a three-way intersection as it is.

The intersection traffic system according to the present invention will be described in detail as follows.

The first road 100 and the second road 200 target roads having a left turn lane, a straight lane, and a right turn lane as a one-way lane, respectively. That is, the present invention is applied to the intersection 10 in which at least one straight lane is secured. 1 and 2 each show a four-lane one-way road as an example. If the one-way is three-lane, the straight lane is reduced by one, and in the case of the five-lane one-way, the straight lane is increased by one.

Meanwhile, the intersection traffic system of the present invention is described based on right-hand traffic in Korea. That is, a case where the first lane is a left-turning lane is described as a target. If left-hand traffic is a traffic system, such as in the UK or Japan, left turn and right turn may be interchangeably applied in the description of this specification.

Returning to the present invention, at least a left-turn lane and a straight-through lane of the first road 100 located below are spatially separated in a downward direction with respect to the second road 200 in the area of the intersection 10 . The right turn lane of the first road 100 is not necessarily spatially separated from the second road 200 , and the right turn lane of the first road 100 is spatially identical to the right turn lane of the second road 200 . It can be on a flat surface. In this case, at least in the area of the intersection 10 , the up-and-down right turn lane of the first road 100 and the second road 200 is preferably a right turn exclusive lane. That is, when the right-turn lane is configured as a right-turn exclusive lane, the right-turning vehicle does not join the straight-going vehicle, so that the straight-through and right-turn traffic flows at the intersection 10 are smoothly performed.

The intersection traffic system of the present invention allows the straight-through vehicle to continue to flow without temporarily blocking the flow, while separating the left-turning vehicles of the first road 100 and the second road 200 from the straight-through lane and then connecting them. , for this purpose, the left turn structure 300 is provided at the intersection 10 .

The left-turning structure 300 includes two

passages

311 and 312 going up from the bottom and two

passages

321 and 322 going down from the top, respectively.

First, a case of a left turn on the first road 100 will be described with reference to FIG. 1 . A first road 100 in FIG. 1 is an underground road in the east-west direction. The downlink 120 left-turning lane on the lower side (the road in the east-west direction, but referred to as a downlink for convenience) is connected to the upward first passage 311 of the left-turning structure 300 . The upward first passage 311 connects the downlink 110 left turn lane of the first road 100 underground to the uplink 210 left turn lane of the second road 200 above the ground (arrow ①). That is, the vehicle following the upward first passage 311 makes a left turn from the left turn lane of the first road 100 to the left turn lane of the second road 200 . Similarly, the left turn lane of the uplink 110 of the first road 100 is connected to the second upward passage 312, and the vehicle passing the upward second passage 312 increases the altitude to the ground on the second road 200. A left turn is made into the left turn lane of the downbound line 220 (arrow ②). As such, in the left turn lanes of the up and down

lines

110 and 120 of the first road 100, the height is increased while passing through the left turning structure 300, and the down line 220 and the up line 210 of the second road 200, respectively. You will enter the left turn lane.

FIG. 2 illustrates a left turn of the second road 200 . For reference, although the structure of the three-dimensional intersection 10 in which the second road 200 is superimposed on the first road 100 is difficult to represent in a single plan view, it is separated into FIGS. 1 and 2 . Therefore, in order to understand the present invention, it is necessary to grasp the structure in which FIG. 2 is overlapped on FIG. 1 .

For the left turning lane of the second road 200 , the left turning structure 300 is provided with a first downward passage 321 and a downward second passage 322 .

The first down passage 321 is connected to the left turn lane of the up line 210 of the second road 200, and the vehicle passing the first down passage 321 lowers the altitude from the ground to the basement of the first road 100. The uplink 110 goes out to the left turn lane (arrow ③). That is, a vehicle passing through the first down passage 321 makes a left turn from the second road 200 to the first road 100 . Similarly, the downlink second passage 322 connected to the downlink 220 left turn lane of the second road 200 is a downlink 120 left turn of the first road 100 on the downbound line 220 of the second road 200 . Induce a left turn into the lane (arrow ④). In this way, the up-and-

down line

210, 220 of the second road 200 enters into the left-turn lane of the up-and-

down line

110, 120 of the first road 100 by lowering the altitude while passing the left-turning structure 300 . will do

Here, when looking back at FIGS. 1 and 2 from the perspective of a straight lane, the first road 100 and the second road 200 are detoured by the width of the left-turning structure 300, but always go straight without waiting for a signal. can And, as described above, the straight lane of the first road 100 and the straight lane of the second road 200 are spatially separated up and down. As a result, as the left-turning structure 300 is installed in the center of the intersection 10, the straight lanes of the first road 100 and the second road 200 are always in an open state to enter the intersection 10, so the straight-line direction The traffic flow is very smooth without any blockages. Furthermore, if the intersection traffic system of the present invention is installed one after another at each intersection 10, it becomes possible to reach the destination without being blocked by the signal of the vehicle going straight.

For reference, the width of the left-turning structure 300 is determined by the turning radius of the vehicle passing the upward first and

second passages

311 and 312 and the downward first and

second passages

321 and 322 and the intersection 10 area. It needs to be designed considering the size. And, although the left-turning structure 300 is shown in the drawing in a rectangular cross-section, it is of course possible to be constructed as a circular structure. In order to maximize the width of the left-turning structure 300, the up-and-down left-turn lane of the first road 100 and the second road 200 increases the altitude while turning along the inner edge of the left-turning structure 300. It would be preferable to lower it or lower it. In this case, since the center of the left-turning structure 300 remains in the cavity, various safety devices such as lighting or traffic measurement devices or mobile communication repeaters. It can also be used as a space to install communication facilities such as Wi-Fi routers.

In addition, in one embodiment of the present invention, the structure 300 for a left turn with respect to the first road 100 is a tower structure that separates the left turn lane of the up and down

lines

110 and 120 of the first road 100 from an adjacent straight lane. can be When the left-turning structure 300 is built as a tower structure with a wall, the left-turn lanes of the up-and-down

lines

110 and 120 of the first road 100 are clearly separated from the straight ahead lanes next to them, thereby reducing the traffic flow of both left turns and going straight. can be distinguished without confusion. Of course, for the second road 200 on the ground, the left-turning structure 300 can be built as a tower structure, and only the first road 100 is an underpass with a poor visibility, for safety, it is for left-turning. The structure 300 needs to be interpreted in the sense that it is better that it is a tower structure.

And, as described above, the up-and-down left-turn lanes of the first road 100 and the second road 200 are respectively connected to the second road 200 and the up-and-down left turn lanes of the first road 100, so at least In the vicinity of the left-turning structure 300 , it is preferable not to allow a lane change from a straight-forward lane to a left-turning lane for a safe and smooth traffic flow. Of course, after passing the intersection 10, a lane change between a left-turning lane and a straight-through lane is permitted before approaching near the next intersection 10.

Meanwhile, referring to FIGS. 1 and 2 together, an intersection occurs between the first upward passage 311 and the downward first passage 321 and between the second upward passage 312 and the downward second passage 322 . do. That is, since an intersection is formed between the movement lines in which each left-turning vehicle of the first road 100 and the second road 200 enters and exits the left-turning structure 300 , it is necessary to systematically supplement this.

For example, the intersection traffic system of the present invention can also be applied to a highway interchange, in which case the first road 100 is a general road and the second road 200 is a highway above it. In this way, when the size of the intersection 10 is large (applicable to wide roads other than the interchange), the first road 100 and Intersections between left-turning vehicles on the second road 200 may be eliminated.

That is, with respect to the up-and-down left-turning lane of the second road 200 , by configuring an overpass as a part of the left-turning structure 300 , the flow is completely separated from the up-and-down left-turning vehicle of the first road 100 . Regions intersecting in the uplink left-turn overpass and the down-line left-turn overpass of the second road 200 are spatially separated from each other in the vertical direction.

As such, the intersection traffic system of the present invention applied to a highway interchange reduces the number of merging and divergence points in the current up-and-down line of the expressway by half, and more importantly, in each of the up and down lines, entering the general road and entering the opposite way. There is no confluence or branching. This is because the intersection traffic system of the present invention is operated as a dedicated lane without the merging of lanes for left and right turns. Accordingly, the present invention is a method that can fundamentally solve the problem of traffic congestion that occurs frequently at highway interchanges or highways.

Another method is to provide a left turn signal in each of the up and down left turn lane of the first road 100 and the up and down left turn lane of the second road 200 . In this case, left turn traffic control that gives an idle time after a left turn signal for the up and down left turn lane of the first road 100, and then gives an idle time after a left turn signal for the up and down left turn lane of the second road 200 By repeating, the first road 100 and the second road 200 is to prevent the occurrence of an intersection by creating a time difference between the left-turning vehicle enters and exits the left-turning structure 300 . In other words, if creating an overpass as a part of the left-turning structure 300 is spatial separation, the alternating left-turning signals can be called temporal separation.

As is clearly understood from the above description, in the intersection traffic system of the present invention, the congestion caused by the left turn signal is significantly improved as the left turn traffic flow is three-dimensionally and spatially separated from the straight traffic flow. Furthermore, when there is a left turn signal system, traffic efficiency can be further improved by detecting the amount of left turn traffic and organically adjusting the signal in association with the required amount of left turn.

And, by sequentially installing the intersection traffic system of the present invention at each intersection 10, it is possible to create a smooth straight traffic flow that does not receive a straight ahead signal, and almost no traffic lights are needed at the intersection 10, so that the convenience of vehicle movement is increased and The risk of traffic accidents is also significantly reduced.

In addition, if the intersection passage system of the present invention is implemented as a tower structure, the tower structure not only functions as a landmark, but also the tower structure is a traffic volume measuring device, an environment measuring device, and a mobile communication repeater. It will provide a space suitable for installing Wi-Fi routers in the city center.

And, from the point of view of autonomous driving that will come in the near future, since a lot of information about V2X (vehicle to everything) required for autonomous driving is not required, it can contribute to the faster application of autonomous driving to cities.

Although the embodiments of the present invention have been described above with reference to the accompanying drawings, those of ordinary skill in the art to which the present invention pertains can realize that the present invention can be embodied in other specific forms without changing the technical spirit or essential features. you will be able to understand Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive.

Claims

In the intersection where the first road and the second road intersect each having a left turn lane, a straight lane, and a right turn lane as a one-way lane,

At least the left turn lane and the straight lane of the first road are spatially separated in a downward direction with respect to the second road at the intersection,

A left turn structure is provided at the intersection,

The up-and-down left turn lane of the first road enters the left turn lane of the second road by increasing the altitude while passing through the left turn structure,

The intersection passage system, characterized in that the up-and-down left turn lane of the second road enters the left turn lane of the first road by lowering the altitude while passing through the left turn structure.
According to claim 1,

at the intersection,

An intersection passage system, characterized in that lane changes in an adjacent straight lane with respect to the up-and-down left-turn lane of the first road and the second road are not permitted.
According to claim 1,

at the intersection,

The intersection passage system, characterized in that the up-and-down right-turn lanes of the first road and the second road are exclusive right-turn lanes.
4. The method of claim 3,

The intersection passage system, characterized in that the right turn lane of the first road is spatially coplanar with the right turn lane of the second road.
According to claim 1,

The up-and-down left-turn lane of the first road increases the height while turning along the edge of the left-turning structure to enter the left-turn lane of the second road, and the up-and-down left turn lane of the second road is the edge of the left-turning structure An intersection passage system, characterized in that it enters into the left turn lane of the first road by lowering the altitude while turning along.
According to claim 1,

The up-and-down left turn lane of the second road is a part of the left turn structure, and each consists of an overpass,

An intersection passage system, characterized in that the uplink left-turn overpass and the down-line left-turn overpass of the second road are spatially separated from each other in the up-and-down direction.
According to claim 1,

The structure for turning left for the first road is,

and a tower structure that separates an up-and-down left-turn lane of the first road and an adjacent straight lane, and provides a passing lane for the up-and-down left turn lane of the first road.
According to claim 1,

A left turn signal is provided in each of the up-and-down left-turn lane of the first road and the up-and-down left turn lane of the second road.
9. The method of claim 8,

An intersection in which an idle time is given after a left turn signal to the up and down left turn lane of the first road, and then left turn traffic control giving an idle time after a left turn signal to the up and down left turn lane of the second road is repeated pass system.
10. The method according to any one of claims 1 to 9,

At least a left turn lane and a straight lane of the first road are configured as an underpass with respect to the second road.
7. The method according to any one of claims 1 to 6,

The intersection is a highway interchange,

The first road is a general road, and the second road is a highway.