CN111676745A

CN111676745A - Dual-mode urban road system and driving method thereof

Info

Publication number: CN111676745A
Application number: CN201910179130.9A
Authority: CN
Inventors: 张惠东
Original assignee: Dukuaitong Beijing Traffic Dispersion Equipment Co ltd
Current assignee: Dukuaitong Beijing Traffic Dispersion Equipment Co ltd
Priority date: 2019-03-11
Filing date: 2019-03-11
Publication date: 2020-09-18
Also published as: CN113597488B; CN113597488A; WO2020181707A1

Abstract

A dual-mode urban road system and a driving method thereof relate to the technical innovation of urban road upgrading and capacity expansion transformation. The urban road system is a composite road system and comprises a first type of road running on the right and a second type of road running on the left, wherein the first type of road and the second type of road are intersected at a third type of intersection; compared with the first type of intersection and the second type of intersection where the same type of roads meet, the third type of intersection doubles the passing ability. In practical application, the method can be implemented only by adjusting the running rules of part of urban roads and correspondingly changing the program of the traffic signal lamp.

Description

Dual-mode urban road system and driving method thereof

Technical Field

The invention relates to traffic engineering, in particular to a dual-mode urban road system and a driving method thereof, which are technical innovations related to urban road upgrading and capacity expansion transformation.

Background

The intersection where the road and the road intersect in the same plane is called a plane intersection. The roads are connected with each other by means of intersections to form a road system so as to solve the connection of all directions. Various vehicles and pedestrians on the crossed roads need to gather, pass or change directions at the intersections, and due to mutual interference between the vehicles and the pedestrians, not only are many traffic accidents caused, but also the driving speed and the traffic capacity are reduced.

The plane crossroads can be divided into a plurality of types according to the geometric shapes, but most of the types are cross plane crossroads, namely, the plane crossroads formed by the vertical intersection of two roads.

A large body of experimental data indicates that: more than 80% of delays of urban traffic are concentrated at urban intersections and road bottlenecks, and urban large-area traffic jam is usually caused by insufficient traffic capacity of the intersections and disordered regional traffic; the key to solving the urban traffic jam is to solve the traffic capacity problem of the urban intersection.

Traditional classical methods for solving the problem of insufficient passing capacity of a plane intersection, such as intersection canalization design, optimization of intersection signal control and the like, are increasingly difficult to deal with increasing urban road traffic pressure; it is imperative to actively explore effective ways to substantially solve this problem.

Disclosure of Invention

In order to overcome the defects of the prior art, the invention provides a dual-mode urban road system and a driving method thereof, and the technical means is as follows: the method has the advantages that the traffic mode of a single road mode is changed to be a grab hand, the intersection of the urban road is transformed into a special intersection capable of efficiently passing, and the passing capacity of the intersection is essentially improved to a higher level; the intersection is a third type intersection in a dual-mode urban road system.

The dual-mode urban road system comprises a first type of road driving to the right and a second type of road driving to the left; two or more first-class roads are intersected at a first-class intersection; two or more second-type roads are intersected at a second-type intersection, and two or more first-type roads and the second-type roads are intersected at a third-type intersection.

The third type of intersection is provided with a 'signal lamp for driving left and right' or a 'flyover for driving left and right', and vehicles pass through the road intersection according to a 'plane left and right driving method' or a 'three-dimensional left and right driving method'. For the purpose of comparatively explaining the advantages of the 'intersection of the third type', firstly, the driving method and the characteristics of the existing intersection of the first type and the second type are known; as the first and second types of intersections have similar principles, only the first type of intersection needs to be introduced.

The two roads are crossed, and twelve traffic flows including four groups of straight lines, left turns and right turns from four directions are shared; because of contradiction and conflict among the traffic flows, the traffic flows need to alternately pass, and for a single intersection such as a first type intersection and a second type intersection, the passing characteristic is similar to a four-stroke mode of the working principle of an internal combustion engine, namely a complete cycle period has four processes; the 'hybrid crossing' of the third type of crossing is equivalent to a 'two-stroke' mode, and only two processes exist in one complete cycle period; the passing capacity is about twice of that of a single intersection; therefore, the dual-mode urban road system can greatly enhance the passing capacity of the road intersection and has substantial technical progress.

Hereinafter, the dual-mode urban road system and the driving method thereof will be described in detail by embodiments with reference to the accompanying drawings. Need to explain: the north, west, south, east directions and orientations are labeled with the letter N, W, S, E in order with a counterclockwise rotation throughout the figures.

FIG. 1 is a typical third type intersection, as can be seen from the road surface guidance arrows: the east-west direction is a first type of road driving to the right, and the north-south direction is a second type of road driving to the left; the first type of road and the second type of road are intersected at a third type of intersection, a zebra crossing and a vehicle stop line for pedestrians to pass through are marked at the intersection, and a traffic signal lamp is installed.

In practical application, the first road and the second road are set according to a certain rule; for example, the first type of roads can be specified as weft direction roads which are parallel to the dimension line of the earth or form an included angle of no more than 45 degrees; the second type of roads is defined as meridian-oriented roads that are parallel to the earth's longitude or that do not include an angle of more than 45 degrees.

FIGS. 2 and 3 are alternate passes of "left-hand vehicle" and "right-hand vehicle" at a third type of intersection, respectively; the third type of intersection is different from the first type of intersection and the second type of intersection in passing methods; the method is a driving method for controlling the vehicles of the left genus and the right genus to pass through orderly by utilizing a plane left-right separate driving method and a rule of cyclic alternation of left genus passing time and right genus passing time. The left and right driving signal lamps control the time length of the left green time and the time length of the right green time, and the time length of two green intervals between the left green time and the right green time.

Fig. 2 is a situation where a "left-belonging" vehicle passes through a third-type intersection during the "left-belonging green time". Two straight fleets running left and south and north and four left turning fleets from four directions are in traffic; the number of a left turning track line from the north side is a line No. 1, and key parking spaces of a driving track of the automobile are 1A, 1B and 1C; similarly, the key slots for the west left turn trajectory line 2 are 2A, 2B, and 2C; the key parking spaces of the south left turn trajectory line 3 are 3A, 3B, and 3C, and the key parking spaces of the east left turn trajectory line 4 are 4A, 4B, and 4C; of the above key parking spaces, 1B, 2B, 3B, and 4B are parking spaces that are turning left.

Fig. 3 is a situation where a "right" vehicle passes through a third type intersection during a "right green time". Two straight fleets of east west and west east and four right-turn fleets from four directions are passing; the right turning track line from the north side is numbered as a No. 5 line, and key parking spaces of the driving track are 5A, 5B and 5C; similarly, the key slots for the west right turn trajectory line 6 are 6A, 6B, and 6C; the key parking spaces for the south-side right-turn trajectory line 7 are 7A, 7B, and 7C, and the key parking spaces for the east-side right-turn trajectory line 8 are 8A, 8B, and 8C; of the above key vehicle spaces, 5B, 6B, 7B, and 8B are the spaces that are turning right.

The two partial views labeled a12 and a34 in fig. 4 correspond to the trajectory lines and directional arrows of traffic flow in each direction in "left-hand green light time" and "right-hand green light time" in fig. 2 and 3. In the a12 panel on the left, the four left turn trajectories from north, west, south and east are labeled 1, 2, 3 and 4, respectively, where 1 and 3 are the trajectories labeled with dashed lines; 2 and 4 are traces marked with solid lines; the two straight track lines of the south-north direction and the north-south direction are distributed on the inner side lanes of the left driving road in the south-north direction. In the a34 panel on the right, four right turn trajectories from north, west, south, and east, labeled 5, 6, 7, and 8, respectively, where 5 and 7 are the trajectories labeled with solid lines; 6 and 8 are traces marked with dashed lines; and two straight-going track lines of east-west and west-east are distributed on the inner lane of the driving road to the right in the east-west direction.

FIGS. 5 and 6 are illustrations of methods of passage at intersections of the first type; the two figures show the prior art and are used for comparing with a passing method of a third type of intersection; the two roads in the east-west direction and the south-north direction of the intersection and the intersection in the figure are all the first type of roads which run to the right.

FIG. 5, Panel B1 in the upper left corner, shows the driving trajectory and directional arrows of a three-way traffic flow from north, straight, left-turning, and right-turning; b2, B3, B4 are similar straight, left and right three-trace lines and pointing arrows from the west, south and east, respectively; the four partial images are just the first passing method of the first type of intersection, namely, the circulation is performed through the first type of intersection according to the sequence of B1, B2, B3 and B4, and the circulation is repeated.

FIG. 6 shows a second method of passing at the intersection of the first type, which is performed by passing through C1, C2, C3 and C4 in turn and repeating the steps. The C1 procedure is a straight and right turn vehicle passing situation from both east and west sides; the C2 process is from the east, west left turn vehicle passing; c3 is the case of straight and right-turn vehicles passing from north and south; c4 is the case of left turn vehicles passing from both north and south.

FIG. 7 is a comparison of left and right turn trajectory lines for intersections of the third and first types placed within the cross coordinates; where A1-A4 are the case for the third type of intersection, A1 and A2 are the left turn trajectory lines from four directions; a3 and a4 are right turn trajectory lines from four directions; in the four plots of a 1-a 4, it can be seen that all of the

left turn tracks

1, 2, 3, 4 and all of the right turn tracks 5, 6, 7, 8 are tracks that turn directly through 90 degrees and complete a turn, and that each turn track occupies only two quadrants of the cross coordinate system.

D1-D4 are the case of the first type of intersection, D1, D2, D3 and D4 are the track lines of left and right turns from the north, the west, the south and the east, respectively; from the various traces can be seen: the first type of intersection left turn occupies three quadrants of the cross coordinate system, while the right turn occupies only one quadrant.

The intersection of the third type and the intersection of the first type have the difference between a two-stroke mode and a four-stroke mode due to the passing mode, and the fundamental reason is that the left and right turning is different; the first type of intersection belongs to a low-grade intersection, and the left and right turns of the intersection occupy uneven land in a cross coordinate system; and the intersection of the third type belongs to a high-grade intersection, and the left turn and the right turn of the intersection are averaged in the occupied land in the cross coordinate system.

Fig. 8 is a time distribution diagram of the traffic conditions at the intersection, the image of the embodiment adopts a "green light clock" to reflect the distribution rule of green light time, one circle of the dial is a cycle period, and 768 time units are provided; the hands of the watch rotate in the counterclockwise direction, and the hands of the three watches are all at the time of 000.

(a) The figure is the traffic flow passing situation of each road at the third type of intersection, and in combination with figure 4, at the time period A12, two straight lines and four left turns are arranged in the north and south directions, so that six roads of left-belonged traffic flow pass through, and one of six circular bands in the figure respectively represents one traffic flow of the left-belonged traffic flow; in the period A34, there are straight line and four right turns in the east-west direction, and six paths of right-belonged traffic flow are passed through, wherein one of the six circular bands in the figure represents a traffic flow of the right-belonged traffic flow. The durations of the a12 segment and a34 segment are each 352 time units; the gap between the head and the tail of the two annular belt groups is just two green light intervals between the left annular belt group and the right annular belt group, and the time length of the green light intervals is 32 time units.

(b) The figure shows a first method of traffic at the intersection of the first type shown in figure 5, represented by a "green clock". The four triple ring belt groups B1, B2, B3 and B4 are regularly distributed on the dial of the green light clock, and one ring belt of each ring belt group respectively represents traffic flow of one of straight running, left turning and right turning in a certain direction. The duration of a total of four "green light intervals" between adjacent sets of triplet annuli is 32 time units. (c) The figure shows a first method of traffic at the intersection of the first type shown in figure 5, represented by a "green clock". The four annular band groups of C1, C2, C3 and C4 are regularly distributed on the dial of the green light timepiece, the "green light interval" between adjacent annular band groups is also 32 time units, and there are four "green light intervals" in one cycle period.

Through the comparison analysis of the three green-light clocks (a), (b) and (c), it can be seen that: the crossroads had 4 straight runs, 4 left turns and 4 right turns for a total of 12 traffic flows. (a) The third type of intersection is shown, and the passing mode is 6+6 type. (b) The first passing method of the first type intersection shown in the figure has a passing mode of 3+3+3+3 type. (c) The figure shows a second passing method at the intersection of the first type, and the passing mode is 4+2+4+2 type. From the above comparison, it can be seen that the passing capacity of the "two-stroke" mode at the intersection of the third type is much higher than that of the "four-stroke" mode at the intersection of the first type.

Fig. 9 (a) shows a case where a "right-left overpass" is installed at a third type of intersection, where the east-west road of the ground road is driven to the right, and the north-south road is driven to the left. The north-south direction is the main direction of the overpass; two main ramps 9 and 10 are respectively arranged on the north side and the south side of the overpass top plate 15; and the four turning slopes are distributed on two sides of the north-south main direction axis and comprise two upper bridge slopes 11 and 13 and two

lower bridge slopes

12 and 14. (b) The figure shows a top view of the overpass top tray, with two entrances 15B and 15C and two

exits

15A and 15D, respectively, on both sides of the north-south barrier 16, placed in the main direction of the overpass. The top plate of the overpass is equivalent to an auxiliary intersection, and the overpass is matched with a main intersection of a ground road for use, wherein one overpass is used for passing six left vehicles, and the other overpass is used for passing six right vehicles.

Fig. 10 (a) is a view after the overpass top tray is removed; it can be seen that at the 'main intersection' of the ground road, the east-west roads are rigidly separated from the middle branching point of the road by the isolation fence 19, so that the east-west straight vehicles can pass through at high speed; right turn guidance arrows 18A and 18B are drawn at the main intersection, and right turn vehicles from both east and west directions can thereby drive into

right turn lanes

17A and 17B on both north and south sides. (b) The figure is (a) the top plate of the overpass is removed, and the isolation fence 16 above the top plate can be seen to be arranged in the north-south direction and is right perpendicular to the isolation fence 19 for the main intersection and the east-west place of the lower layer.

Fig. 11 is a plan view of a case of "right-left overpass" constructed at the third type intersection. The separation fence 20 in the north-south direction in the center of the top plate can be seen; on both sides of which are respectively the straight lanes north-south and south-north. The overpass not only runs straight in the north-south direction, but also has left-turning vehicles from four directions, wherein the left-turning vehicles from the north side and the 'driving track line' are numbered as No. 21 lines, and the key parking spaces of the overpass are 21A, 21B and 21C; similarly, the key slots in the west left turn vehicle trajectory line 22 are 22A, 22B, and 22C; the key parking spaces of the south-side left-turn vehicle driving trajectory line 23 are 23A, 23B and 23C, and the key parking spaces of the east-side left-turn vehicle driving trajectory line 24 are 24A, 24B and 24C; of the above parking spaces, 21B, 22B, 23B, and 24B are parking spaces that are turning left.

Fig. 12 shows the track lines and directional arrows in fig. 11 in the state of "left-hand vehicle" passing on the top tray of the overpass and in the state of "right-hand vehicle" passing under the overpass. In the left-hand (a) partial view, four left-turn trajectories from north, west, south and east, respectively, are visible, marked with 21, 22, 23, 24, of which 21 and 23 are the trajectories marked with dashed lines; 22 and 24 are traces marked with solid lines; the two straight track lines of the south-north direction and the north-south direction are distributed on the inner side lanes of the left driving road in the south-north direction. On the right side, (b) is a partial view of the ground main intersection seen with the top plate removed, four right turn trajectory lines from north, west, south and east, respectively designated 25, 26, 27 and 28, where 26 and 28 are the trajectory lines designated by dashed lines; 25 and 27 are traces marked with solid lines; and two straight-going track lines of east-west and west-east are distributed on the inner lane of the driving road to the right in the east-west direction.

As can be seen from fig. 9-12, when the flyover is applied to the flyover with left-right driving at the third type of intersection, compared with the flyover such as cloverleaf type flyover, turbine type flyover or directional flyover commonly used at the first and second type of intersections, the structure is greatly simplified, the main structure of the flyover is not expanded to the outside of the road, and all turning vehicles realize direct turning at 90 degrees, rather than the existing flyover such as cloverleaf type flyover turning left at 270 degrees, the technical progress is very obvious.

Fig. 13 shows a case where the third type intersection "right-left overpass" is used at a t-junction. The north-south direction of the figure is shown as driving to the left, while the east-west direction is shown as driving to the right. The overpass is composed of a top plate 30 and two

main slopes

29A and 29B in the main direction of the overpass, and the other two turning slopes are distributed on one side of the top plate and comprise an upper bridge slope 31 and a lower bridge slope 32. (b) The top view of the t-top tray is shown with the top tray traveling left in the main direction, and with an outlet 30A and an outlet 30B to the left of the top tray divider 30C. (c) The figure shows two left-hand turn tracks and directional arrows on the top disc, designated 33 and 34 respectively, where the track 33 is the left-hand turn track marked with a dotted line and 34 is the left-hand turn track marked with a solid line.

Fig. 14 (a) is a transition overpass where the driving rule is changed at a curve; according to the specification, the first type of road is a weft type road, and the included angle between the weft type of road and the dimension line of the earth is not more than 45 degrees; the second kind of road is a meridian road, and the included angle between the meridian road and the earth longitude line is not more than 45 degrees, so that the road needs to be subjected to one transformation of the 'category attribute' at the curve to meet the specification. This overpass includes an upper bridge ramp 37A and a lower bridge ramp 35A, and a curve top plate 36A, wherein the upper bridge ramp 37A is located on the left side of the south road. (b) The drawing is a plan view of (a), and from this viewpoint, the positional relationship among the upper bridge ramp 37B, the top plate 36B, and the lower bridge ramp 35B can be more visually seen. From the west, preparing the vehicle to change from right to left, completing the change on the underground road; and vehicles from the south side ready for left-to-right change need to be changed on the overpass.

The above embodiments are descriptions of typical application examples of the "dual-mode urban road system and driving method thereof", and besides, some special-shaped road intersections are not described in detail, but these embodiments all belong to extensions of the typical application examples provided in this specification, and as long as there is no contradiction between the combinations of the technical features, these embodiments should be considered as the scope described in this specification.

In addition, the intersections of the third type, the intersections of the first type and the intersections of the second type, which are described in the specification in an important way, can be simultaneously applied to the same city; for the person skilled in the art, it is possible to make various combinations and modifications that are practical without departing from the inventive concept, but fall within the scope of the invention.

Claims

1. The dual-mode urban road system and the driving method thereof comprise a driving road, an intersection, a traffic signal lamp, an overpass and a driving method executed according to a certain rule; the method is characterized in that: the traffic lane of the dual-mode urban road system consists of a first type of road running on the right and a second type of road running on the left, and a traffic signal lamp or an overpass is arranged at a road intersection where the various roads meet; the driving method is divided into a plane intersection driving method and a three-dimensional intersection driving method.

2. The dual-mode urban road system and the driving method thereof according to claim 1, wherein: the two or more first-class roads are intersected at a first-class intersection; two or more second-type roads are intersected at a second-type intersection, and two or more first-type roads and the second-type roads are intersected with a third-type intersection; the third type of intersection is provided with a 'signal lamp for driving left and right' or a 'flyover for driving left and right', and vehicles pass through the road intersection according to a 'plane left and right driving method' or a 'three-dimensional left and right driving method'.

3. The dual-mode urban road system and the driving method thereof according to claim 1 or 2, wherein: the intersection of the third type is a crossroad, and the 'plane left-right driving method' is a driving method for controlling vehicles to pass through orderly according to the rules of 'left-right passing time' and 'right passing time' cyclic alternation; the left and right driving signal lamps control the duration of the left green time and the right green time and two green intervals between the left green time and the right green time.

4. The dual-mode urban road system and the driving method thereof according to claim 3, wherein: the left-subordinate traffic time is centralized to pass through two left-going straight motorcades and four left-turning motorcades, wherein the four left-turning motorcades come from four directions, and the left turning is finished according to respective left-turning trajectory lines (1, 2, 3 and 4); the "right-hand travel time" is concentrated through a two-directional straight fleet of vehicles traveling to the right, and four right-turn fleets from four directions, and completing right turns according to respective right-turn trajectories (5, 6, 7, 8).

5. The dual-mode urban road system and the driving method thereof according to claim 4, wherein: the left turn trajectory lines (1, 2, 3, 4) and the right turn trajectory lines (5, 6, 7, 8) are both 90 degree direct turn trajectory lines, and each turn trajectory line occupies only two quadrants of a cross coordinate system.

6. The dual-mode urban road system and the driving method thereof according to claim 2, wherein: the overpass is erected at the third type of intersection, and the overpass top plate intersection (15) is a secondary intersection; the driving rules of the auxiliary intersection and the ground main intersection are opposite; one driving to the left and one driving to the right; the three-dimensional left-right driving method comprises the following steps: the left vehicle passes through one of the main intersection or the auxiliary intersection, and the right vehicle passes through the other intersection; the left subordinate vehicle comprises a straight-going vehicle running on the left and a vehicle turning left according to left turning track lines (21, 22, 23, 24) from four directions; the right subordinate vehicle includes a straight-ahead vehicle running on the right and a vehicle turning right in accordance with right-turn trajectory lines (25, 26, 27, 28) from four directions.

7. The dual-mode urban road system and the driving method thereof according to claim 6, wherein: the crossroad of the overpass capable of driving left and right comprises a main body structure consisting of a top disc (15), two main ramps (9 and 10) on two sides of the top disc and in the main direction of the overpass, and the other four turning ramps are distributed on two sides of the axis of the main direction and comprise two upper bridge ramps (11 and 13) and two lower bridge ramps (12 and 14); two inlets (15B, 15C) and two outlets (15A, 15D) are respectively arranged at the two sides of the main direction isolation fence (16) at the auxiliary intersection on the top plate of the overpass.

8. The dual-mode urban road system and the driving method thereof according to claim 6, wherein: the T-shaped bridge of the overpass comprises a top disc (30), two main slopes (29A and 29B) on two sides of the top disc and in the main direction of the overpass, and the other two turning slopes are distributed on one side of the axis of the main direction and comprise an upper bridge slope (31) and a lower bridge slope (32), and the two slopes are respectively connected to one end of an inlet (30B) and one end of an outlet (30A) of the top disc.

9. The dual-mode urban road system and the driving method thereof according to claim 6, wherein: the right and left overpasses are the conversion overpasses with the changed driving rules at the curve; the overpass comprises an upper ramp (35A, 35B) and a lower ramp (37A, 37B), wherein the upper ramp is located on the left side of the road on which the overpass is located, and the lower ramp is located on the right side of the road on which the overpass is located, and a curve top disc (36A, 36B).

10. The dual-mode urban road system and the driving method thereof according to claim 1, wherein: the first type of road is a weft direction road, and the first type of road is parallel to the dimension line of the earth or has an included angle of no more than 45 degrees; the second type of road is a meridian direction road which is parallel to the longitude line of the earth or has an included angle of no more than 45 degrees.