CN110616603A - Plane traffic system and urban traffic system with same - Google Patents
Plane traffic system and urban traffic system with same Download PDFInfo
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- CN110616603A CN110616603A CN201810638654.5A CN201810638654A CN110616603A CN 110616603 A CN110616603 A CN 110616603A CN 201810638654 A CN201810638654 A CN 201810638654A CN 110616603 A CN110616603 A CN 110616603A
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- 230000001174 ascending effect Effects 0.000 claims abstract description 38
- 238000002955 isolation Methods 0.000 claims description 13
- 241000283070 Equus zebra Species 0.000 description 3
- 230000002452 interceptive effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
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Classifications
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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
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
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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
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Abstract
The invention provides a plane traffic system and an urban traffic system with the same. Wherein, the plane traffic system includes the multiunit road, and the multiunit road sets up around an intersection, and wherein, the ascending road of at least a set of road in the multiunit road includes: a first left-turn up lane located within the up lane at a predetermined distance from the intersection; the second left-turn uplink lane is communicated with the first left-turn uplink lane and is arranged between the right-turn downlink lane and the straight downlink lane; a straight uplink lane located in the uplink lane and located on one side of the first left-turn uplink lane; the left-turn uplink vehicle runs on the adjacent road clockwise to the road after passing through the first left-turn uplink lane and the second left-turn uplink lane in sequence, and the straight-going vehicle runs on the opposite road through the straight-going uplink lane. The invention solves the problem that the traffic jam of the left-turn lane of the intersection is serious in the prior art.
Description
Technical Field
The invention relates to the technical field of road traffic, in particular to a plane traffic system and an urban traffic system with the same.
Background
At present, with the improvement of living standard of people, more and more vehicle families bring huge pressure to urban traffic, especially a left-turn lane of a crossroad, the traffic jam phenomenon is particularly serious, and the passing efficiency of vehicles at the crossroad is influenced. In the prior art, corresponding measures are taken to improve the traffic fluency of the intersection, however, the effect is not obvious, and the intersection still has a relatively serious traffic jam phenomenon.
Disclosure of Invention
The invention mainly aims to provide a plane traffic system and an urban traffic system with the same, and aims to solve the problem that traffic efficiency of the traffic system is affected due to serious traffic jam of a left-turn lane of a crossroad in the prior art.
In order to achieve the above object, according to one aspect of the present invention, there is provided a planar traffic system including a plurality of sets of roads disposed around an intersection, wherein an ascending road of at least one set of roads among the plurality of sets of roads includes: the first left-turn uplink lane is away from the intersection by a preset distance and is positioned in the uplink lane; the second left-turn uplink lane is communicated with the first left-turn uplink lane and is arranged between the right-turn downlink lane and the straight downlink lane; the straight uplink lane is positioned in the uplink lane and is positioned on one side of the first left-turn uplink lane; the left-turn uplink vehicle runs on the adjacent road clockwise to the road after passing through the first left-turn uplink lane and the second left-turn uplink lane in sequence, and the straight-going vehicle runs on the opposite road through the straight-going uplink lane.
Further, the at least one set of roads further includes: an adjustment zone including a sub-adjustment zone through which the first left-turn uplink lane and the second left-turn uplink lane are communicated, the sub-adjustment zone for guiding left-turn uplink vehicles traveling on the first left-turn uplink lane onto the second left-turn uplink lane.
Furthermore, the sub-adjustment area comprises a first adjustment lane, and the first adjustment lane and the first left-turn uplink lane and the second left-turn uplink lane are arranged in an obtuse angle mode.
Further, the adjustment area further comprises a second adjustment lane, and the straight descending lane of at least one of the multiple groups of roads comprises: the first straight-going downlink lane and the second straight-going downlink lane are arranged in parallel with the first straight-going downlink lane, the first straight-going downlink lane is communicated with the second straight-going downlink lane through the second adjusting lane, and the second adjusting lane is arranged at an obtuse angle with the first straight-going downlink lane and the second straight-going downlink lane.
Further, at least one set of road in the multiple sets of roads further includes: and the isolation belt is arranged between the ascending lane and the straight descending lane and used for isolating the ascending vehicles and the descending vehicles of the road, wherein the sub-adjusting area and the isolation belt are arranged in a avoiding way.
Further, at least one set of road in the multiple sets of roads further includes: a first traffic light for indicating a driving state of the vehicle driving in the sub regulation zone; a second traffic signal lamp for indicating a driving state of a vehicle driving at the intersection; and the fifth traffic light is used for indicating pedestrians and non-motor vehicles to pass.
Further, the first traffic signal lamp comprises a first straight signal lamp and a first left turn signal lamp; the second traffic signal lamp comprises a second straight-going signal lamp and a third left-turn signal lamp; the fifth traffic signal lamp comprises a first pedestrian and non-motor vehicle signal lamp and a second pedestrian and non-motor vehicle signal lamp, wherein the connecting line of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp is perpendicular to the straight lane, and the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are respectively positioned on two sides of the straight lane.
Furthermore, the first straight signal lamp and the first left turn signal lamp synchronously turn on a green light for indication, and the first left turn signal lamp turns on a red light for indication in advance of the first straight signal lamp by a first preset time.
Furthermore, the second straight-going signal lamp lags behind the first straight-going signal lamp by a second preset time to turn on a green light for indication, and the second straight-going signal lamp lags behind the first straight-going signal lamp by a third preset time to turn on a red light for indication.
Further, the first left turn signal lamp starts a green light indication within a fourth preset time before the red light of the second straight signal lamp is turned off.
Further, at least one set of road in the multiple sets of roads further includes: and the speed reduction indicator is arranged on one side of the adjusting area and used for indicating the vehicle running in the adjusting area to run according to the suggested vehicle speed.
Further, at least one set of road in the multiple sets of roads further includes: the auxiliary channel is perpendicular to the extending direction of the road, the two side road teeth of the road are communicated through the auxiliary channel, and pedestrians or non-motor vehicles pass through the auxiliary channel between the two side road teeth of the road.
Further, at least one set of road in the multiple sets of roads further includes: and the first fences are arranged on two sides of the second left-turn ascending lane and are used for isolating vehicles running on the second left-turn ascending lane from road teeth of a road.
According to another aspect of the present invention, there is provided an urban traffic system, which includes the above-mentioned planar traffic system, and the planar traffic system is plural.
By applying the technical scheme of the invention, the uplink roads of a group of roads arranged at the intersection comprise a first left-turn uplink lane, a second left-turn uplink lane and a straight uplink lane. Therefore, left-turn uplink vehicles pass through the first left-turn uplink lane and the second left-turn uplink lane in sequence and then travel to an adjacent road clockwise to the road, straight-going vehicles travel to the opposite road through the straight-going uplink lane, the straight-going uplink lane and the first left-turn uplink lane are not crossed and can pass at the same time, waiting time of left-turn uplink vehicles is shortened, the situation that the left-turn uplink lane is jammed to influence the passing efficiency of a plane traffic system is avoided, and the problems that traffic jam of the left-turn uplink lane of the intersection is serious and the passing efficiency of the traffic system is influenced in the prior art are solved.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 shows a road surface planning diagram of an embodiment of a planar transit system according to the invention;
fig. 2 shows a left-turn roadmap of the flat traffic system in fig. 1; and
fig. 3 shows a straight route diagram of the flat traffic system in fig. 1.
Wherein the figures include the following reference numerals:
20. an intersection; 31. a first left-turn up lane; 32. an ascending lane; 321. a straight-going up lane; 33. a straight down lane; 331. a first straight-down lane; 332. a second straight down lane; 34. a second left-turn up lane; 35. turning right to the down lane; 37. turning right to the ascending lane; 40. a conditioning region; 41. a first adjustment lane; 42. a second adjustment lane; 50. an auxiliary channel; 60. an isolation zone; 71. a first traffic light; 72. a second traffic light; 75. a fifth traffic light; 300. zebra crossing.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
It is noted that, unless otherwise indicated, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
In the present invention, unless stated to the contrary, use of the directional terms "upper and lower" are generally directed to the orientation shown in the drawings, or to the vertical, or gravitational direction; likewise, for ease of understanding and description, "left and right" are generally to the left and right as shown in the drawings; "inner and outer" refer to the inner and outer relative to the profile of the respective member itself, but the above directional terms are not intended to limit the present invention.
In order to solve the problem that traffic system traffic efficiency is influenced because a left-turn lane of a crossroad is relatively seriously blocked in the prior art, the application provides a plane traffic system and an urban traffic system with the same.
As shown in fig. 1 to 3, the flat traffic system includes four sets of roads, which are disposed around an intersection 20, wherein the up-link of each set of roads includes a first left-turn up-link lane 31, a second left-turn up-link lane 34, and a straight up-link lane 321. The first left-turn uplink lane 31 is a predetermined distance away from the intersection 20, and the first left-turn uplink lane 31 is located in the uplink lane 32. The second left-turn up lane 34 is in communication with the first left-turn up lane 31, and the second left-turn up lane 34 is disposed between the right-turn down lane 35 and the straight down lane 33. The straight ascending lane 321 is located within the ascending lane 32, and the straight ascending lane 321 is located on one side of the first left-turn ascending lane 31. The left-turn uplink vehicle passes through the first left-turn uplink lane 31 and the second left-turn uplink lane 34 in sequence and then runs to the adjacent road clockwise, and the straight-going vehicle runs to the opposite road through the straight-going uplink lane 321.
By applying the technical scheme of the embodiment, the left-turn uplink vehicle runs on the adjacent road clockwise after passing through the first left-turn uplink lane 31 and the second left-turn uplink lane 34 in sequence, and the straight-going vehicle runs on the opposite road through the straight-going uplink lane 321, so that the straight-going uplink lane 321 and the first left-turn uplink lane 31 are not crossed and can run simultaneously, the waiting time of the left-turn uplink vehicle is shortened, the situation that the traffic efficiency of a plane traffic system is influenced due to the fact that the left-turn uplink lane is jammed is avoided, and the problems that traffic efficiency of the traffic system is influenced due to the fact that traffic jam occurs on the left-turn uplink lane of the intersection in the prior art are solved.
In the present embodiment, the first left-turn uplink lane 31, the uplink lane 32, the straight downlink lane 33, the second left-turn uplink lane 34, the right-turn downlink lane 35, and the right-turn uplink lane 37 are each provided with a road surface monitor.
In this embodiment, straight vehicles, right-turn vehicles, and left-turn vehicles at the intersection 20 can travel on the road simultaneously, each traveling on its own road, without interfering with each other. Meanwhile, the plane traffic system in the embodiment cancels the special time for the left-turn traffic of the vehicles at the intersection 20, and shortens the waiting time of the vehicles to be driven.
In this embodiment, the road has eight lanes in both directions, and a left-turn vehicle makes a left-turn at the intersection 20 after entering the second left-turn up lane 34 of the road via the first left-turn up lane 31. Here, the traveling route of the left-turn vehicle at the intersection 20 does not intersect with the traveling route of the straight-ahead vehicle at the intersection 20.
The number of roads using the traffic method is not limited to this. Optionally, one or two or three groups of roads in the plane traffic system adopt the above passing mode.
As shown in fig. 1 and 2, each set of roads also includes a tuning area 40. Wherein the adjustment zone 40 comprises a sub-adjustment zone through which the first left-turn uplink lane 31 and the second left-turn uplink lane 34 are communicated, the sub-adjustment zone being used for guiding left-turn uplink vehicles traveling on the first left-turn uplink lane 31 onto the second left-turn uplink lane 34. In this way, the vehicle can be parked in the sub-accommodation area to switch to the second left-turn up lane 34 when the straight down lane 33 is not available, ensuring that the left-turning vehicle does not affect the normal driving of the vehicle on the straight down lane 33. Meanwhile, the arrangement of the sub-adjusting area enables the vehicle to save the vehicle starting time when passing through the intersection 20, and further improves the passing efficiency of the intersection 20.
Specifically, when a vehicle traveling in the ascending lane 32 needs to make a left turn, the vehicle is first switched to the first left-turn ascending lane 31, and when the straight descending lane 33 is in a passing state, the vehicle needs to stop in the sub-regulation area, and then enters the second left-turn ascending lane 34 when the straight descending lane 33 cannot pass.
As shown in fig. 2, the sub-adjustment zone includes a first adjustment lane 41, and the first adjustment lane 41 is disposed at an obtuse angle with the first left-turn uplink lane 31 and the second left-turn uplink lane 34. The first left-turn uplink lane 31 and the second left-turn uplink lane 34 are arranged in parallel, and the second left-turn uplink lane 34 is arranged close to the center of the road relative to the first left-turn uplink lane 31, so that it is ensured that the normal running of the vehicle on the uplink lane 32 is not influenced by the vehicle on the second left-turn uplink lane 34.
As shown in fig. 3, the adjustment area 40 further includes a second adjustment lane 42, and the straight downlink lanes 33 of each set of roads include a first straight downlink lane 331 and a second straight downlink lane 332. The second straight-going downlink lane 332 is parallel to the first straight-going downlink lane 331, the first straight-going downlink lane 331 is communicated with the second straight-going downlink lane 332 through the second adjustment lane 42, and the second adjustment lane 42 and the first straight-going downlink lane 331 and the second straight-going downlink lane 332 form an obtuse angle. Thus, the arrangement ensures that the vehicle running on the first straight downlink lane 331 can be smoothly switched to the second straight downlink lane 332 through the second adjustment lane 42, and the driving smoothness of the plane traffic system is improved.
As shown in fig. 1 and 2, each set of roads also includes a median strip 60. The isolation belt 60 is arranged between the ascending lane 32 and the straight descending lane 33 and is used for isolating ascending vehicles and descending vehicles of a road, and the sub adjusting area and the isolation belt 60 are arranged in a mode of avoiding. In this way, the isolation belt 60 separates the ascending lane 32 from the straight descending lane 33, so that disordered vehicle running on the ascending lane 32 and the straight descending lane 33 is prevented, the safety and the smoothness of the plane traffic system are improved, and traffic jam is prevented. In this way, the sub-regulation zones interrupt isolation belt 60, preventing vehicles in regulation zone 40 from parking or traveling on isolation belt 60 and affecting the normal operation of the flat traffic system.
In other embodiments not shown in the drawings, each set of roads also includes double yellow lines. The double yellow lines are arranged between the straight ascending lane and the straight descending lane and used for isolating ascending vehicles and descending vehicles of the road, wherein the adjusting area and the double yellow lines are arranged in an avoiding mode. Thus, the arrangement prevents the vehicles in the adjusting area from being parked or driving on the double yellow lines to influence the normal operation of the plane traffic system.
In this embodiment, each set of roads further includes a right-turn uplink lane 37, two straight uplink lanes 321 and one right-turn uplink lane 37 are sequentially arranged on the right side of the isolation belt 60, and the auxiliary channel 50 is arranged on the right side of the right-turn uplink lane 37. The left side of the isolation belt 60 is sequentially provided with three straight down lanes 33, a second left-turn up lane 34 and a right-turn down lane 35, and the left side of the right-turn down lane 35 is provided with the auxiliary channel 50. The first left-turn uplink lane 31 is one of the two straight uplink lanes 321 closest to the isolation belt 60. When the vehicle running on the first left-turn uplink lane 31 needs to turn left, the vehicle changes the lane to enter the adjustment area, when the straight downlink lane 33 is in the impassable state, the vehicle continues to run into the second left-turn uplink lane 34 again, and then runs into the adjacent road clockwise to the road through the second left-turn uplink lane 34, so as to realize the left turn of the vehicle. Meanwhile, the vehicle can go straight on another straight-going upward lane 321, so that the left-turning vehicle cannot interfere with the straight-going vehicle to cause vehicle scratch or collision, and the traffic rate and the safety of the plane traffic system are improved.
As shown in fig. 1, each group of roads further includes a first traffic light 71, a second traffic light 72, and a fifth traffic light 75. The first traffic light 71 is used to indicate the driving state of the vehicle driving in the sub regulation zone. The second traffic signal 72 is used to indicate the driving state of the vehicle traveling at the intersection 20. The fifth traffic light 75 is used to indicate pedestrian and non-motor traffic. Therefore, each traffic signal lamp is respectively used for indicating the driving state of the corresponding lane, and the orderly proceeding of the plane traffic system is further ensured.
Specifically, when the red light of the first traffic signal lamp 71 is on, the vehicle in the sub regulation area cannot travel, and when the green light is on, the vehicle can travel. When the red light of the second traffic signal light 72 is on, the vehicles of the ascending lane 32 and the straight descending lane 33 are not able to travel, and when the green light is on, the vehicles can travel. When the red light of the fifth traffic signal light 75 is on, the auxiliary passage is not accessible, and when the green light is on, the auxiliary passage is accessible. Like this, can indicate and remind driving, pedestrian and non-motor vehicle through above-mentioned setting, realize that the red light stops, green light is gone, guarantees the orderliness and the smoothness nature of plane traffic system. The colors displayed by the traffic signal lamps are switched according to the corresponding lanes, so that the fluency of the lanes is ensured.
In the present embodiment, the first traffic signal lamp 71 includes a first straight signal lamp and a first left turn signal lamp, and the second traffic signal lamp 72 includes a second straight signal lamp and a third left turn signal lamp. The fifth traffic signal light 75 includes a first pedestrian and non-motor vehicle signal light and a second pedestrian and non-motor vehicle signal light, wherein a connection line of the first pedestrian and non-motor vehicle signal light and the second pedestrian and non-motor vehicle signal light is perpendicular to the straight lane, and the first pedestrian and non-motor vehicle signal light and the second pedestrian and non-motor vehicle signal light are respectively located at both sides of the straight lane.
In this embodiment, the first straight signal lamp and the first left turn signal lamp turn on the green light synchronously for indication, and the first left turn signal lamp turns on the red light for indication a first preset time ahead of the first straight signal lamp. Thus, the first straight traffic signal lamp and the first left turn signal lamp are synchronously turned on to realize that the vehicle changes the lane from the first left turn uplink lane 31 to the sub-adjustment area, when the red light of the first straight traffic signal lamp is turned on, the road vertical to the road is in a passing state, and the vehicle cannot turn left, so that the red light of the first left turn signal lamp needs to be turned on before the red light of the first straight traffic signal lamp is turned on, and the vehicle cannot turn left, thereby preventing the left-turning vehicle from influencing the running of the straight traffic vehicle.
Optionally, the first preset time is 10 ~ 30 s.
In this embodiment, the second straight-going signal lamp starts the green light indication after a second preset time lags behind the first straight-going signal lamp, and the second straight-going signal lamp starts the red light indication after a third preset time lags behind the first straight-going signal lamp. Like this, above-mentioned time setting not only can prevent that the vehicle on mutually perpendicular's road from taking place the route and interfering, can also prevent that the left turn vehicle from taking place the route with the straight-going vehicle and interfering, and then promote the smoothness nature and the security of plane traffic system. Further, the vehicle travels from the sub-regulation zone to the intersection 20 at the recommended vehicle speed during the second preset time and the third preset time.
In this embodiment, the first left turn signal lamp turns on the green light indication within a fourth preset time before the red light of the second straight signal lamp is turned off. Meanwhile, the first left turn signal lamp starts a red light at other time of the second straight signal lamp to indicate. Therefore, the arrangement ensures that the left-turning vehicle and the straight-going vehicle do not generate route interference, and prevents the traffic rate of the plane traffic system from being influenced by congestion in the sub-adjustment area.
Optionally, the fourth preset time is 5 ~ 30 s.
In this embodiment, the left turn individual transit time of the second traffic light 72 at the intersection 20 may be cancelled, incorporating the left turn time into the straight travel time.
In this embodiment, each road also includes a deceleration sign. The speed reduction indicator is arranged on one side of the adjusting area 40 and is used for indicating the vehicle running in the adjusting area 40 to run according to the suggested vehicle speed.
As shown in fig. 1 to 3, each set of roads further includes an auxiliary channel 50. The auxiliary channel 50 is perpendicular to the extending direction of the road, the auxiliary channel 50 communicates with two lateral curbs of the road, and pedestrians or non-motor vehicles pass between the two lateral curbs of the road through the auxiliary channel 50. Wherein pedestrians and non-motor vehicles can pass through the road through the auxiliary passage 50 to realize circulation of pedestrians and non-motor vehicles on each group of roads.
In this embodiment, each set of roads also includes a first fence. Wherein the first fences are provided on both sides of the second left-turn ascending lane 34 for isolating vehicles traveling on the second left-turn ascending lane 34 from curbs of the road. In this way, the first fence can prevent the vehicle from traveling in a wrong-way between the second left-turn ascending lane 34 and the straight descending lane 33.
In this embodiment, each set of roads also includes zebra stripes 300. Wherein zebra stripes 300 are provided on auxiliary channel 50.
Specifically, the plane traffic system operates as follows:
driving of the left-turn vehicle through the intersection 20:
a. the vehicle travels from the first left-turn up lane 31 to the front of the sub-alignment area.
b. When the first left-turn signal lamp of the sub-adjusting area is a red lamp, the left-turn vehicle stops in front of the sub-adjusting area to wait; when the first left turn signal light of the sub-alignment area is green, the left turn vehicle passes through the sub-alignment area and is lane-changed to enter the second left turn up lane 34.
c. The vehicle travels on the second left-turn up lane 34 to the front of the intersection 20.
d. When the third left turn signal lamp of the intersection 20 is a red lamp, the vehicle stops in front of the intersection 20 to wait; when the third left turn signal light of the intersection 20 is a green light, the vehicle is traveling at the intersection 20 with a left turn.
And (3) the running step of the straight running vehicle passing through the intersection:
a. the vehicle travels from the straight uplink lane 321 to the front of the sub-alignment area.
b. When the first straight-driving signal lamp of the sub-adjusting area is a red lamp, the straight-driving vehicle stops in front of the sub-adjusting area to wait; when the first straight-driving signal lamp of the sub-adjusting area is a green lamp, the straight-driving vehicle travels straight through the sub-adjusting area and drives forwards.
c. The first straight signal lamp of the sub-regulation area and the second straight signal lamp of the intersection 20 have a time difference, and the straight vehicle can directly pass through the intersection 20 at the intersection 20 without stopping for a second time by running according to the recommended vehicle speed displayed on the recommended vehicle speed indicator of the sub-regulation area.
In this embodiment, taking a 100s traffic light cycle as an example, the display conditions of the traffic lights of the plane traffic system are as follows:
in the east-west direction:
a. on the ascending lane 32 and the straight descending lane 33: the green light of the second straight-going signal lamp is turned on within 0-50 s, and the red light of the second straight-going signal lamp is turned on within 50-100 s;
b. on the ascending lane 32 and the straight descending lane 33: the green light of the third left turn signal lamp is turned on within 0-15 s, and the red light of the third left turn signal lamp is turned on within 15-100 s;
c. on the sub-adjustment region: the green light of the first straight signal light is turned on within 0-35 s, the red light of the first straight signal light is turned on within 35-85 s, and the green light of the first straight signal light is turned on again within 85-100 s;
d. on the sub-adjustment region: the red light of the first left turn signal lamp is turned on within 0-80 s, and the green light of the first left turn signal lamp is turned on within 80-100 s;
e. on the auxiliary channel 50: the red lights of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are lighted at 0-15 s, the green lights of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are lighted at 15-50 s, and the red lights of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are lighted again at 50-100 s. The first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp work synchronously.
In the north-south direction:
a. on the ascending lane 32 and the straight descending lane 33: the red light of the second straight-going signal lamp is turned on within 0-50 s, and the green light of the second straight-going signal lamp is turned on within 50-100 s;
b. on the ascending lane 32 and the straight descending lane 33: the red light of the third left turn signal lamp is turned on within 0-50 s, the green light of the third left turn signal lamp is turned on within 50-65 s, and the red light of the third left turn signal lamp is turned on again within 65-100 s;
c. on the sub-adjustment region: the red light of the first straight signal lamp is turned on within 0-35 s, the green light of the first straight signal lamp is turned on within 35-85 s, and the red light of the first straight signal lamp is turned on again within 85-100 s;
d. on the sub-adjustment region: the red light of the first left turn signal lamp is turned on within 0-30 s, the green light of the first left turn signal lamp is turned on within 30-50 s, and the red light of the first left turn signal lamp is turned on again within 50-100 s;
e. on the auxiliary channel 50: the red lights of the first pedestrian and non-motor vehicle signal lights and the second pedestrian and non-motor vehicle signal lights are lighted in 30-65 s, and the green lights of the first pedestrian and non-motor vehicle signal lights and the second pedestrian and non-motor vehicle signal lights are lighted in 65-100 s. The first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp work synchronously.
The application also provides an urban traffic system (not shown), which comprises the plane traffic system, and the number of the plane traffic systems is multiple. Wherein a plurality of plane traffic systems operate independently.
From the above description, it can be seen that the above-described embodiments of the present invention achieve the following technical effects:
the left-turn uplink vehicle runs onto an adjacent road in the clockwise direction of the road after passing through the first left-turn uplink lane and the second left-turn uplink lane in sequence, the straight-going vehicle runs onto the opposite road through the straight-going uplink lane, and then the straight-going uplink lane and the first left-turn uplink lane are not crossed and can simultaneously pass, so that the waiting time of the left-turn uplink vehicle is shortened, the situation that the left-turn uplink lane is jammed and the passing efficiency of a plane traffic system is influenced is avoided, and the problems that the left-turn lane of the intersection is relatively serious and the passing efficiency of the traffic system is influenced in the prior art are solved.
It is to be understood that the above-described embodiments are only a few, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular is intended to include the plural unless the context clearly dictates otherwise, and it should be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of features, steps, operations, devices, components, and/or combinations thereof.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (14)
1. A planar traffic system, characterized in that it comprises a plurality of sets of roads, which are arranged around an intersection (20), wherein the roads ascending on at least one of the sets of roads comprises:
a first left-turn up-run lane (31) at a preset distance from the intersection (20), the first left-turn up-run lane (31) being located within an up-run lane (32);
a second left-turn up lane (34) in communication with the first left-turn up lane (31), the second left-turn up lane (34) disposed between a right-turn down lane (35) and a straight down lane (33);
a straight ascending lane (321) located within the ascending lane (32), the straight ascending lane (321) located on one side of the first left-turn ascending lane (31);
and the left-turn uplink vehicle runs onto the adjacent road in the clockwise direction of the road after passing through the first left-turn uplink lane (31) and the second left-turn uplink lane (34) in sequence, and the straight-going vehicle runs onto the opposite road through the straight-going uplink lane (321).
2. The planar transit system of claim 1, wherein the at least one set of roads further comprises:
an adjustment zone (40), the adjustment zone (40) comprising a sub-adjustment zone through which the first left-turn uplink lane (31) and the second left-turn uplink lane (34) are communicated, the sub-adjustment zone for guiding the left-turn uplink vehicle traveling on the first left-turn uplink lane (31) onto the second left-turn uplink lane (34).
3. The planar traffic system according to claim 2, characterized in that the sub-adjustment zone comprises a first adjustment lane (41), the first adjustment lane (41) being arranged at an obtuse angle to the first left-turn up lane (31) and the second left-turn up lane (34).
4. The planar transit system according to claim 2, wherein the adjustment zone (40) further comprises a second adjustment lane (42), the straight descending lane (33) of at least one of the sets of roads comprising:
a first straight-down lane (331),
and the second straight descending lane (332) is arranged in parallel with the first straight descending lane (331), the first straight descending lane (331) is communicated with the second straight descending lane (332) through the second adjusting lane (42), and an obtuse angle is formed between the second adjusting lane (42) and the first straight descending lane (331) and the second straight descending lane (332).
5. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:
and the isolation belt (60) is arranged between the ascending lane (32) and the straight descending lane (33) and is used for isolating the ascending vehicles and the descending vehicles of the road, wherein the sub adjusting area and the isolation belt (60) are arranged in a mode of avoiding each other.
6. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:
a first traffic light (71) for indicating a driving state of a vehicle driving in the sub regulation zone;
a second traffic signal lamp (72) for indicating a driving state of a vehicle driving at the intersection (20);
and a fifth traffic light (75) for indicating the passage of pedestrians and non-motor vehicles.
7. Planar traffic system according to claim 6,
the first traffic signal light (71) comprises a first straight signal light and a first left turn signal light;
the second traffic signal light (72) comprises a second straight-going signal light and a third left-turn signal light;
the fifth traffic signal lamp (75) comprises a first pedestrian and non-motor vehicle signal lamp and a second pedestrian and non-motor vehicle signal lamp, wherein the connecting line of the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp is perpendicular to the straight lane, and the first pedestrian and non-motor vehicle signal lamp and the second pedestrian and non-motor vehicle signal lamp are respectively positioned on two sides of the straight lane.
8. The flat traffic system according to claim 7, wherein the first straight traffic light and the first left turn signal light turn on green light indication synchronously, and the first left turn signal light turns on red light indication a first preset time ahead of the first straight traffic light.
9. The flat traffic system according to claim 7, wherein the second straight-going signal lamp turns on a green light indicator for a second preset time after the first straight-going signal lamp, and the second straight-going signal lamp turns on a red light indicator for a third preset time after the first straight-going signal lamp.
10. The flat traffic system according to claim 7, wherein the first left turn signal light turns on a green light indication within a fourth preset time before the red light of the second straight going signal light is extinguished.
11. The planar transit system of claim 2, wherein at least one of the plurality of sets of roads further comprises:
and the speed reduction indicator is arranged on one side of the adjusting area (40) and used for indicating the vehicles running in the adjusting area (40) to run according to the suggested vehicle speed.
12. The planar transit system of claim 1, wherein at least one of the plurality of sets of roads further comprises:
the auxiliary channel (50) is perpendicular to the extending direction of the road, the auxiliary channel (50) is used for communicating two side road teeth of the road, and pedestrians or non-motor vehicles pass between the two side road teeth of the road through the auxiliary channel (50).
13. The planar transit system of claim 1, wherein at least one of the plurality of sets of roads further comprises:
and the first fences are arranged on two sides of the second left-turn ascending lane (34) and are used for isolating vehicles running on the second left-turn ascending lane (34) from road teeth of the road.
14. An urban transportation system comprising a plurality of the planar transportation systems according to any one of claims 1 to 13.
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| CN201810638654.5A CN110616603A (en) | 2018-06-20 | 2018-06-20 | Plane traffic system and urban traffic system with same |
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| CN201810638654.5A CN110616603A (en) | 2018-06-20 | 2018-06-20 | Plane traffic system and urban traffic system with same |
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Cited By (1)
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| CN111501447A (en) * | 2019-01-30 | 2020-08-07 | 周立新 | Novel traffic system and urban traffic system with same |
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