CN112411284A

CN112411284A - Highway section and highway

Info

Publication number: CN112411284A
Application number: CN202011168174.0A
Authority: CN
Inventors: 张枫
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-10-28
Filing date: 2020-10-28
Publication date: 2021-02-26

Abstract

The invention provides a highway section and a highway, which are characterized by comprising the following components: a start end adjacent to the upstream highway section; a road surface section connected with the starting end along the driving direction; a tail end connected to the road surface section in the direction of travel and adjoining the downstream highway section; and at least two lanes arranged on the road surface section, wherein the starting end is provided with at least one entrance ramp, the entrance ramp is communicated with one lane and is positioned on one side of the other lane communicated with the upstream highway section along the traveling direction, the tail end is provided with at least one exit ramp, the exit ramp is positioned on the other side of the lane communicated with the downstream highway section along the traveling direction, and the entrance ramp is positioned on the upstream side along the traveling direction relative to the exit ramp. Through the expressway, the driving efficiency of the lanes on the expressway is only limited by the accepting capacity of the exit ramp, the control and management of traffic flow become convenient, and the incidence rate of traffic accidents is reduced.

Description

Highway section and highway

Technical Field

The invention belongs to the field of roads and bridges, and particularly relates to a highway section and a highway composed of the highway section.

Background

Highways are an important component of urban traffic and carry important transportation tasks. Traffic signs such as traffic lights and speed limit signs are often arranged on a common urban traffic road to regulate the running of vehicles, but the running speed of the vehicles is also influenced. Therefore, the expressway is arranged on a plurality of heavy-traffic road sections and is specially used for letting vehicles pass at a high speed.

However, there is no substantial obstruction between lanes of the conventional highway, the vehicles can freely change lanes, and each time a vehicle changes lanes, the vehicles in parallel behind the vehicle are forced to decelerate, which is easy to generate linkage when there are many vehicles to affect the passing speed of the whole highway.

Meanwhile, the entrance and exit of the conventional expressway are directly merged into the lane, so that the normal running of the vehicles on the lane can be influenced when the vehicles pass through the entrance and exit. Once the exit is jammed, the subsequent vehicles approach the exit in a lane changing and overtaking mode, so that the jam on one side of the exit gradually reaches the adjacent lane, and at the moment, the subsequent vehicles which need to go straight (i.e. the vehicles which do not need to enter the exit) are blocked by the vehicles at the exit, so that the jam occurs on the whole highway on a long road section in the same direction, and even the traffic of the entrance and the common highway is reached. Further, along with the extension of the congested road section, the increase of the number of the illegal traffic behaviors is easily caused, once an accident occurs, the rescue vehicle cannot pass through the congested road section, and the accident handling and rescue are difficult.

Disclosure of Invention

In order to solve the problems, the invention provides a congestion-preventing highway section and a congestion-preventing highway, which adopt the following technical scheme:

the present invention provides a highway section which is adjacent to an upstream highway section located on an upstream side and a downstream highway section located on a downstream side in a traveling direction, respectively, comprising: a start end adjacent to the upstream highway section; a road surface section connected with the starting end along the driving direction; a tail end connected to the road surface section in the direction of travel and adjoining the downstream highway section; and at least two lanes arranged on the road surface section, wherein the starting end is provided with at least one entrance ramp, the entrance ramp is communicated with one lane and is positioned on one side of the other lane communicated with the upstream highway section along the traveling direction, the tail end is provided with at least one exit ramp, the exit ramp is positioned on the other side of the lane communicated with the downstream highway section along the traveling direction, and the entrance ramp is positioned on the upstream side along the traveling direction relative to the exit ramp.

The highway section provided by the invention can also have the technical characteristics that four lanes are arranged on the road surface section as an entrance lane, a full-road lane, a single-road lane and an exit lane, two entrance ramps are arranged, at least two exit ramps are arranged, one end of the entrance lane is communicated with one entrance ramp, the other end of the entrance lane is communicated with a downstream highway section, one end of the full-road lane is communicated with an upstream highway section, the other end of the full-road lane is communicated with at least a downstream highway section, two ends of the single-road lane are respectively communicated with one entrance ramp and one exit ramp, one end of the exit lane is communicated with the upstream highway section, and the other end of the exit lane is communicated with one exit ramp.

The highway section provided by the invention can also have the technical characteristics that the entrance type lane, the full-road type lane, the single-road type lane and the exit type lane on the road section are sequentially arranged from one side to the other side along the driving direction.

The highway section provided by the invention can also have the technical characteristics that three exit ramps are arranged, each exit ramp comprises an exit starting end, the exit starting end extends to the upstream side of the driving direction at a preset distance, the full-road lane gradually expands to two transition lanes as a first transition lane and a second transition lane along the driving direction and the downstream side, and the three exit ramps are respectively arranged at the positions communicated with the single-road-section lane, the exit type lane and the first transition lane.

The highway section provided by the invention can also have the technical characteristics that the total length of the road section is 1km to 50km, the allowable driving speed interval of the entrance lane is greater than that of the full-road lane, a merging area for leading the vehicle to merge into the entrance lane from the full-road lane is arranged on the road section at a preset acceleration distance from the starting end, the length of the acceleration distance is the distance required for the vehicle to accelerate to the maximum allowable driving speed of the entrance lane after the vehicle exits from the entrance ramp corresponding to the entrance lane, the length of the merging area is at least greater than a preset merging safety distance D, and the merging safety distance D is as follows:

D＝(d_z+d_c*3)/(V_1max-V_2min)*V_2max

d_z＝(V_1min-V_2max)*n

in the formula, V_1minMinimum allowable driving speed, V, for entrance type lane_1maxMaximum allowable driving speed, V, for entrance type lane_2minMinimum allowable driving speed, V, for a full road lane_2maxMaximum allowable driving speed for all road lanes, d_zIs a V_1minAnd V_2maxThe braking distance required for the speed difference of d_cThe length of the vehicle body is, n is a braking coefficient, and the road surface section is provided with road surface marking lines, lifting isolation components or soft isolation components which are positioned between lanes and used for preventing vehicles from changing lanes except for a doubling area.

The highway section provided by the invention can also have the technical characteristics that two lanes are arranged on the road surface section as an inlet lane and an outlet lane, one end of the inlet lane is communicated with an inlet ramp, the other end of the inlet lane is communicated with a downstream highway section, one end of the outlet lane is communicated with an upstream highway section, and the other end of the outlet lane is communicated with an outlet ramp.

The highway section provided by the invention can also have the technical characteristics that the total length of the road section is 1km to 50km, the allowable driving speed interval of the entrance lane is greater than that of the exit lane, a merging area for leading the vehicle to merge into the entrance lane from the exit lane is arranged on the road section at a preset acceleration distance from the starting end, the length of the acceleration distance is the distance required for the vehicle in the entrance lane to accelerate to the maximum allowable driving speed of the entrance lane after exiting the entrance ramp, and the length of the merging area is at least greater than a preset merging safety distance D, and the merging safety distance D is as follows:

D＝(d_z+d_c*3)/(V_1max-V_4min)*V_4max

d_z＝(V_1min-V_4max)*n

in the formula, V_1minMinimum allowable driving speed, V, for entrance type lane_1maxMaximum allowable driving speed, V, for entrance type lane_4minMinimum allowable driving speed for exit type lane，V_4maxMaximum allowable driving speed for exit-type lane, d_zIs a V_1minAnd V_4maxThe braking distance required for the speed difference of d_cThe length of the vehicle body is, n is a braking coefficient, and the road surface section is provided with road surface marking lines, lifting isolation components or soft isolation components which are positioned between lanes and used for preventing vehicles from changing lanes except for a doubling area.

The present invention also provides a highway, characterized by having: n intercommunicated highway sections LD_i(i ═ 1,2, …, N), where each highway section LD_iThe method comprises the following steps: and the previous highway section LD_i-1Adjacent start QS_i(ii) a Road section LM connected to the start end in the direction of travel_i(ii) a Connected to the road section in the direction of travel and to the next highway section LD_i+1Adjacent tail end MW_i(ii) a And at least two lanes CD arranged on the road surface section_iWherein the starting end is provided with at least one entrance ramp RZ_iOn the ramp RZ_iAnd a lane CD_iIs communicated with the previous highway section LD_i-1Connected with another lane CD_iOn one side in the direction of travel, the ramp-out CZ_iLocated at the next highway section LD_i+1Connected lane CD_iOn the other side in the direction of travel, the on-ramp RZ_iRelative to the exit ramp CZ_iOn the upstream side in the traveling direction.

The highway provided by the invention can also have the technical characteristics that the pavement section LM_iCD with two lanes_iAs an entrance type lane D1CD_iAnd exit type lane D4CD_iEntrance type lane D1CD_iOne end of which is communicated with an inlet ramp RZ_iAnd the other end is connected with an exit type lane D4CD of a downstream highway section_i+1Connected, exit type lane D4CD_iAnd an entrance type lane D1CD of the upstream highway section_i-1Is communicated with the other end of the tube and is communicated with an exit ramp CZ_iOn the ramp RZ_iIs provided with a ramp containing at least an exit ramp CZ_i+1An indication of the corresponding destination.

The highway provided by the invention can also have the technical characteristics that the pavement section LM_iOn which four lanes CD are arranged_iAs an entrance type lane D1CD_iAll-terrain lane D2CD_iSingle lane D3CD_iAnd exit type lane D4CD_iThe entry ramps are provided in two and serve as the first entry ramp D1RZ_iAnd a second entrance ramp D2RZ_iAt least two exit ramps are provided as the first exit ramp D1CZ_iAnd a second off-ramp D2CZ_iEntrance type lane D1CD_iIs communicated with the first inlet ramp D1RZ_iAnd the other end is connected with a full-road lane D2CD of a downstream highway section_i+1Communicated with and full road surface lane D2CD_iAnd an entrance type lane D1CD of the upstream highway section_i-1The other end of the lower part is communicated with at least an exit type driveway D4CD of a downstream highway section_i+1Communicated with each other, a single-section lane D3CD_iAre respectively communicated with the second inlet ramp D2RZ_iAnd a first off-ramp D1CZ_iExit type lane D4CD_iOne end of (2) and the full-road lane D2CD of the upstream highway section_i-1Is communicated with the other end of the second outlet ramp D2CZ_iFirst entrance ramp D1RZ_iIs provided with a second off-ramp D2CZ_i+2An indication of the corresponding destination. Second entrance ramp D2RZ_iIs provided with a first exit ramp D1CZ at least_iAn indication of the corresponding destination.

Action and Effect of the invention

According to the highway section and the highway, at least one lane connected with the entrance ramp and one lane connected with the exit ramp are arranged on the highway section, and the entrance ramp is positioned on one side and the exit ramp is positioned on the other side by taking the driving direction of the vehicle on the highway section as a reference, so that the vehicle entering through the entrance and the vehicle exiting through the exit are not affected with each other, and when the exit is blocked, the caused wave-spread surface cannot spread to other lanes, the lane corresponding to the entrance can keep the original passing efficiency, and the vehicle entering from the entrance can directly drive to the downstream section. The highway composed of a plurality of highway sections can ensure that the driving efficiency of lanes on the highway is only limited by the accepting capacity of an exit ramp, and the traffic flow of a congested destination can be accurately controlled through the signal of an entrance ramp, so that the highway management is convenient, and meanwhile, the phenomenon that the traditional vehicles generate brake points on the highway due to free lane change is avoided, the occurrence rate of traffic accidents is reduced, and the fuel economy of the vehicles is indirectly improved. In addition, when an accident occurs, the rescue vehicle can enter from any nearby idle entrance ramp and cross the soft isolation facility to reach the accident point for rescue, so that the rescue efficiency is improved, and high-speed long-time congestion is avoided.

Drawings

FIG. 1 is a schematic structural diagram of a medium-high speed road according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of a middle/high speed section according to an embodiment of the present invention;

FIG. 3 is a schematic illustration of three consecutive highway segments in accordance with a first embodiment of the present invention;

FIG. 4 is a schematic diagram of a medium and high speed road congestion condition according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a start road section according to an embodiment of the invention;

FIG. 6 is a schematic structural diagram of an end segment according to an embodiment of the present invention;

fig. 7 is a schematic structural view of a high-speed road according to a second embodiment of the present invention;

fig. 8 is a schematic structural diagram of a high speed section in the second embodiment of the present invention;

FIG. 9 is a perspective view of the start point in the second embodiment of the present invention;

FIG. 10 is a perspective view of the tail end of the second embodiment of the present invention;

FIG. 11 is a schematic illustration of three consecutive highway segments in a second embodiment of the present invention;

FIG. 12 is a schematic diagram of a second embodiment of the present invention when a congestion occurs on a highway;

FIG. 13 is a schematic view of a two-way highway according to a second embodiment of the present invention; and

fig. 14 is a schematic structural diagram of a high speed section in the third embodiment of the present invention.

Detailed Description

In order to make the technical means, the creation features, the achievement purposes and the effects of the invention easy to understand, the highway section and the highway of the invention are specifically described in the following with the embodiment and the attached drawings.

< example one >

Fig. 1 is a schematic structural diagram of a medium-high speed road according to an embodiment of the present invention.

As shown in fig. 1, the highway 100 is composed of N highway sections 101, a start section 102, and an end section 103. In this embodiment, the highway 100 is a viaduct type highway, and the occupied road width is two lanes.

In the present embodiment, the highway 100 is designed with four types of lanes, i.e., an entrance lane, a full-road lane, a single-section lane, and an exit lane, and the difference between the lanes will be described in detail below.

The highway sections 101 are communicated with each other and are spliced with the starting section 102 and the ending section 103 to form the highway 100. In the present embodiment, for convenience of description, each highway section 101 is designed identically.

Fig. 2 is a schematic structural diagram of a medium/high speed road section according to an embodiment of the present invention.

As shown in fig. 2, the highway section 101 includes a start end 111, a road section 112 and an end 113 (the length ratio of the road section 112 to the start end 111 and the end 113 in fig. 2 is not a real ratio). Two lanes are provided on the road surface section 112, and correspond to the entrance lane 104 and the exit lane 107, respectively.

In this embodiment, the length of the high speed section 101 may be set to be generally between 1km and 50km, and in actual use, the specific length of each high speed section 101 may be specifically set according to actual conditions.

The start 111 is provided with an entrance ramp 1111, and the exit-type lane 107 passes through the start 111 to communicate with the upstream highway section 101. In the present embodiment, the exit-type lane 107 is located on the left side of the entrance ramp 1111 with reference to the traveling direction of the vehicle.

The entrance ramp 1111 is connected to the entrance lane 104 for allowing vehicles to enter the entrance lane 104 from a general road, and in this embodiment, the entrance ramp 1111 connects the highway section 101 in the form of an elevated road to a general road on the ground.

The road surface segment 112 is the main surface of the highway segment 101, and is typically the longest portion of the entire highway segment 101, for keeping the vehicle traveling at a high speed.

Specifically, as shown in fig. 2, a merging region 1121 is provided on the road surface section 112 at a predetermined acceleration distance from the starting end 111, and in the merging region 1121, a road surface marking line between the entrance-type lane 104 and the exit-type lane 107 is set to a dotted solid line, indicating that the vehicle can merge from the exit-type lane 107 to the entrance-type lane 104 (but cannot merge from the entrance-type lane 104 to the exit-type lane 107) in the merging region 1121.

In this embodiment, the length of the predetermined acceleration distance is a distance required for the vehicle to accelerate to the maximum allowable driving speed of the entrance lane 104 after exiting from the entrance ramp 1111 of the corresponding entrance lane 104.

The length of the merging region 1121 is at least greater than a predetermined merging safety distance D, and may be extended to a position where the road surface section 112 ends, i.e., a position where the entrance-type lane 104 is separated from the exit-type lane 107. The doubling safety distance D can be calculated by the following formula:

D＝(d_z+d_c*3)/(V_1max-V_4min)*V_4max

d_z＝(V_1min-V_4max)*n

in the formula, V_1minIs the minimum allowable driving speed, V, of the entrance type lane_1maxIs the maximum allowable driving speed, V, of the entrance lane_4minIs the minimum allowable driving speed, V, of the exit-type lane_4maxIs the maximum allowable driving speed of the exit-type lane, d_zIs a V_1minAnd V_4maxThe braking distance required for the speed difference of d_cThe length of the vehicle body is shown, and n is a braking coefficient.

In this embodiment, the entrance type lane 104 and the exit type lane 107 are provided with respective allowable driving speed sections, and the minimum allowable driving speed of the entrance type lane 104 and the maximum allowable driving speed of the exit type lane 107 should be as close to 0 as possible in design for the sake of safety of merging.

The doubling performed by the doubling region 1121 is to accelerate and doubling a vehicle when there is a sufficient safety distance; and a process of decelerating the vehicle to the lowest speed of the lane area without a safety distance until the next safety doubling window is subjected to reacceleration doubling, and accelerating the vehicle to the highest allowable driving speed of the entrance type lane 104 after the doubling is finished. The vehicles being merged in the entrance-type lane 104 accelerate to the lowest speed of the merged region after exiting the entrance ramp 1111, and accelerate to the highest speed of the merged region after completion of the merging of the non-merged vehicles or the merged vehicles in the exit-type lane 107.

Meanwhile, except for the merging region 1121, the road surface marking lines between the entrance type lane 104 and the exit type lane 107 at other positions on the road surface section 112 are set as solid lines, which indicates that the vehicle cannot change lanes, so that the entrance type lane 104 and the exit type lane 107 are independent from each other, and the vehicle can only run along the lane where the vehicle is located.

The tail end 113 is provided with an exit ramp 1131, and the entrance lane 104 passes through the tail end 113 and communicates with the downstream highway section 101. In the present embodiment, the entrance lane 104 is located on the right side of the exit ramp 1131 with respect to the traveling direction of the vehicle.

The exit ramp 1131 is connected to the exit-type lane 107 for allowing vehicles to exit from the exit-type lane 107 and enter a general road, and in this embodiment, the exit ramp 1131 connects the highway section 101 in the form of an elevated road with a general road on the ground.

Fig. 3 is a schematic illustration of three consecutive highway segments in an embodiment of the present invention.

For convenience of description, the height shown in full in FIG. 3The speed section 101 is set as the current speed section LD_i(i ═ 1,2, …, N), will be located on the current highway section LD_iThe upstream highway section 101 is set as the upstream highway section LD_i-1To be located on the current highway section LD_iThe downstream highway section 101 is set as the downstream highway section LD_i+1。

As shown in FIG. 3, the current highway segment LD_iThe entrance type lane D1CD_iIs communicated with the start end QS_iOn the entrance ramp RZ_iAnd connected to the downstream highway section LD_i+1Exit type lane D4CD_i+1. Meanwhile, the current highway section LD_iExit type lane D4CD_iLD communicated with upstream highway section_i-1The entrance type lane D1CD_i-1And is connected to the tail end MW_iUpper ramp CZ_i。

In this embodiment, the entrance ramp RZ_iIs provided with a first exit ramp D1CZ_i+1An indication mark of the corresponding destination, for example, a signpost mark indicating that the destination is "XX road".

When the vehicle is on the entrance ramp RZ_iLD driving into current highway section_iThen, along the entrance type lane D1CD_iTravel across the tail end MW_iThen the vehicle will travel in the entrance type lane D1CD_iConnected exit type lane D4CD_i+1In the end from the downstream highway section LD_i+1Off ramp CZ_i+1And can be driven out of the highway.

In addition, due to the road section LM_iIs provided with a parallel line area BX_iThus when the vehicle is coming from the entrance ramp RZ_i-1Drive-in upstream highway section LD_i-1And enters the current highway section LD_iAt the exit type lane D4CD_iWhen driving on the ramp, do not want to go from the ramp CZ_iAt lower high speed, can also pass through a parallel line area BX_iInto the entrance type lane D1CD_iFrom the ramp-out CZ_i+1And (4) exiting. By analogy, the vehicles can be repeatedly merged according to actual needs until the vehicles are driven out from a certain exit ramp at the downstream.

In this embodiment, the two lanes on the road surface section 112 are provided with different allowable traveling speeds. The allowable traveling speed of the entrance-type lane 104 is higher than that of the exit-type lane 107. Specifically, the method comprises the following steps:

since the entrance lane 104 communicates with the entrance ramp 1111, acceleration is performed and a high vehicle speed is maintained when the vehicle enters the expressway 100, and the exit lane 107 communicates with the exit ramp 1131, and the vehicle needs to be decelerated gradually and exits the expressway 100, the entrance lane 104 is set to a higher allowable traveling speed and the exit lane 107 is set to a relatively lower allowable traveling speed.

Fig. 4 is a schematic diagram of a medium-high speed road congestion state according to an embodiment of the present invention.

When the ramp-out CZ is as shown in FIG. 4_iWhen the connected ground traffic is congested, the vehicles can not exit the highway 100 and are congested in the exit lane D4CD_iIn (1). As can be seen from fig. 4, although congestion occurs, the congestion does not affect the nearby entrance lane D1CD_iFrom the entrance ramp RZ_iThe entering vehicle can still normally run to the downstream highway section LD_i+1。

When congestion occurs between the dotted line B and the exit ramp CZ in FIG. 4_iIn between, from the upstream highway section LD_i-1To the entrance type lane D1CD_iUp and to the exit ramp CZ_i+1And then the vehicles on the exit ramp can normally go from the merging area BX_iMerge exit type lane D4CD_i. In general, due to the dotted line B and the exit ramp CZ_iIs sufficiently long so that the ramp-out CZ_iDoes not affect the doubling area BX_iThe normal operation of (2).

When the congestion is so severe that the congested vehicle has crossed the dotted line B and even has been congested to the dotted line a, the congestion still does not affect the entrance type lane D1CD_iThe running of the vehicle.

At this time, though the parallel line region BX_iIt is impossible to work normally, but if it is on the entrance ramp RZ in advance_i-1Is provided with an indication mark for indicating congestion condition when the vehicle needs toGo to the exit ramp CZ_i+1When the destination corresponding to the exit ramp is reached, the vehicle is prompted to travel a road section through the ordinary traffic on the ground through the indication mark, and the vehicle is prompted to travel a road section on the entrance ramp RZ_iEnter the highway 100 to avoid congested road segments.

Similarly, for the exit type lane D4CD_i-1The vehicle in (1) can also pass the indicator marking of the congestion situation, when the vehicle needs to go to the exit ramp CZ_i+1When the destination corresponding to the exit ramp is reached later, the vehicle is prompted to pass through the exit ramp CZ through the indication mark_i-1Exiting the highway 100, traveling a section of road through ordinary traffic on the ground, and on the on-ramp RZ_iEnters the highway 100.

Fig. 5 is a schematic structural diagram of a start road section in the first embodiment of the present invention.

As shown in fig. 5, the start section 102 includes a start end 121, a road section 122 and an end 123 (the length ratio of the road section 122 to the start end 121 and the end 123 in fig. 5 is not a real ratio). Two lanes are provided on the road surface section 122, which correspond to the entrance lane 104 and the single-section lane 106, respectively.

In the present embodiment, the length range of the start section 102 is also set between 1km and 50km, and the specific length of each start section 102 may be set according to actual conditions in actual use.

The start end 121 is provided with two entrance ramps 1211. The two entrance ramps 1211 are connected to the entrance lane 104 and the one-way lane 106, respectively, for allowing vehicles to enter the expressway 100 from a general road. The structure of the entrance ramp 1211 is similar to the entrance ramp 1111 and will not be described again.

The road surface segment 122 is a main road surface of the start road segment 102 for keeping the vehicle running at a high speed. The road marking lines between the entrance lane 104 and the single-section lane 106 on the road section 122 are all solid lines, so that the vehicle can only run along the lane.

The end 123 is provided with an exit ramp 1231, by means of which end 123 the entrance lane 104 communicates with the downstream highway section 101. In the present embodiment, the entrance lane 104 is located on the right side of the exit ramp 1131 with respect to the traveling direction of the vehicle.

The exit ramp 1231 is connected to the one-way lane 106 for allowing vehicles to exit the one-way lane 106 and enter the ordinary road. The structure of the exit ramp 1231 is similar to the exit ramp 1131 and will not be described in detail.

In this embodiment, the start section 102 is the start part of the entire highway 100 and is connected to each of the highway sections 101 downstream.

Fig. 6 is a schematic structural diagram of an end link according to a first embodiment of the present invention.

As shown in fig. 6, the end segment 103 includes a start end 131, a road surface segment 132, and an end 133. The road surface section 132 is provided with two lanes, which correspond to the single-section lane 106 and the exit-type lane 107, respectively.

In this embodiment, the length range of the ending section 103 is set between m and m, and the specific length of each ending section 103 can be specifically set according to actual conditions in actual use.

The start-up end 131 is provided with an entrance ramp 1311 through which the exit-type roadway 107 passes to communicate with the upstream highway section 101. In the present embodiment, the exit-type lane 107 is located on the left side of the entrance ramp 1311 with reference to the traveling direction of the vehicle.

The entrance ramp 1311 is connected to the exit-type lane 107 for allowing vehicles to enter the expressway 100 from a general road. The structure of the entrance ramp 1311 is similar to the entrance ramp 1111 and will not be described again.

The road surface segment 132 is a main road surface of the end link 103 for keeping the vehicle running at a high speed. A soft isolation member 1322 for preventing the vehicle from changing lanes is provided between the one-way lane 106 and the exit-type lane 107 on the road surface section 122, so that the vehicle can travel in the lane.

The end portion 133 is provided with two exit ramps 1331. The two exit ramps 1231 are connected to the one-way lane 106 and the exit-type lane 107, respectively, for allowing vehicles to exit from the one-way lane 106 and enter the ordinary road. The structure of the exit ramp 1331 is similar to the exit ramp 1131 and will not be described in detail.

In the present embodiment, the end section 103 is an end portion of the entire expressway 100, and is communicated with each of the expressway sections 101 upstream.

In this embodiment, the entrance lane 104 is a lane of which one end is connected to an entrance ramp and the other end is connected to a downstream highway section; the all-terrain lane 105 is a lane of a type in which both ends are connected to the upstream and downstream highway sections, respectively; the single-section lane 106 is a lane of the type in which one end is connected with an entrance ramp and the other end is connected with an exit ramp; the exit-type lane 107 is a type of lane in which one end is connected to an upstream highway section and the other end is connected to an exit ramp.

Example one action and Effect

According to the highway section and the highway provided by the embodiment, the highway section is provided with the entrance lane connected with the entrance ramp and the exit lane connected with the exit ramp, and the entrance ramp is positioned on one side and the exit ramp is positioned on the other side by taking the driving direction of the vehicle on the highway section as a reference, so that the vehicle entering through the entrance and the vehicle exiting through the exit are not affected by each other, and when the exit is blocked, the affected surface cannot be diffused to other lanes, so that the lane corresponding to the entrance can keep the original passing efficiency, and the vehicle entering from the entrance can directly drive to the downstream road section. The highway composed of the plurality of highway sections in the embodiment can be suitable for the road condition with two lanes, so that the driving efficiency of the lanes on the highway is only limited by the accepting capacity of the exit ramp, the control and management of traffic flow become convenient, the phenomenon that the traditional vehicles cross on the highway to generate brake points due to free lane change is avoided, the occurrence rate of traffic accidents is reduced, and the fuel economy of the vehicles is indirectly improved.

In addition, in the embodiment, as the soft isolation component is arranged between the entrance type lane and the exit type lane, the vehicle can be further prevented from changing lanes at will, behaviors such as bidirectional cross lane changing and the like can be avoided to the greatest extent, the occurrence rate of traffic accidents is reduced to the greatest extent, the types of the traffic accidents basically only have rear-end collisions, and the death rate of the traffic accidents is also reduced.

In addition, in the embodiment, the merging area is arranged between the entrance type lane and the exit type lane, and the allowable driving speed interval of the entrance type lane is larger than that of the exit type lane, so that the vehicle can reasonably change the lane through the merging area and drive to a highway section further downstream. Meanwhile, when the speed difference between the minimum allowable driving speed of the entrance type lane and the maximum allowable driving speed of the exit type lane is small, the doubled vehicles can keep relatively static in the doubling area, so that rear-end collision of the vehicles during doubling can be avoided to a great extent, and the doubling of the vehicles can only occur in the whole highway section, so that the safety is higher.

In addition, in the embodiment, the vehicles enter the highway section through the entrance ramp and then correspondingly form a full-empty lane, so that the vehicles can be accelerated to the highest speed limit and then are gradually decelerated to the exit by fully utilizing the inertia of the vehicles, and therefore the highway section can also reduce the starting consumption of the vehicles and the exhaust emission of the vehicles.

< example two >

Compared with the first embodiment, the second embodiment of the highway is suitable for the road condition with four lanes.

Fig. 7 is a schematic structural diagram of a high-speed road according to a second embodiment of the invention.

As shown in fig. 7, the expressway 200 is composed of N expressway sections 201, a start section 202, and an end section 203. In this embodiment, the highway 200 is a viaduct type highway, and the occupied road width is four lanes.

In the present embodiment, the expressway 200 is designed with four types of lanes, i.e., an entrance type lane, a full road lane, a single road lane, and an exit type lane, and the difference between the lanes will be described in detail below.

The highway sections 201 are communicated with each other and are spliced with the starting section 202 and the ending section 203 to form the highway 200. In the present embodiment, for convenience of description, each highway section 201 is designed identically.

Fig. 8 is a schematic structural diagram of a high speed section in the second embodiment of the present invention.

As shown in fig. 8, the highway segment 201 includes a start end 211, a road segment 212, and an end 213. The road surface section 212 is provided with four lanes, and in the present embodiment, the entrance lane 204, the full-road lane 205, the one-road lane 206, and the exit lane 207 are arranged in this order from right to left with reference to the traveling direction of the vehicle.

In the present embodiment, the length range of the high speed links 201 is set between 1km and 50km, and the specific length of each high speed link 201 can be specifically set according to actual conditions in actual use.

The start end 211 is provided with two entrance ramps, a first entrance ramp 2111 and a second entrance ramp 2112. The all-terrain lane 205 and the exit-type lane 207 communicate with the upstream highway section 201 through the start end 211.

A first entrance ramp 2111 is connected to the entrance lane 204 for allowing vehicles to enter the entrance lane 204 from the ordinary road; the second entrance ramp 2112 is connected to the one-way lane 206 for allowing vehicles to travel from the ordinary road into the one-way lane 206.

Fig. 9 is a perspective view of the start end in the second embodiment of the invention.

As shown in fig. 9, the first entrance ramp 2111, the all-road lane 205, the second entrance ramp 2112, and the exit-type lane 207 are provided in the leading end 211 from the right to the left with respect to the traveling direction of the vehicle. A first entrance ramp 2111 and a second entrance ramp 2112 communicate the highway section 201 in the form of an elevated road with a normal road on the ground.

The road surface segment 212 is the main surface of the highway segment 201, and is generally the longest portion of the whole highway segment 201, and is used for keeping the vehicle running at a high speed.

Specifically, as shown in fig. 2, a merging area 2121 is provided starting from a of the road surface section 212 at a predetermined acceleration distance from the starting end 211, and in this merging area 2121, the road surface marking line between the entrance-type lane 204 and the full-road-surface lane 205 is set as a dashed solid line, indicating that the vehicle can merge from the full-road-surface lane 205 into the entrance-type lane 204 (but cannot merge from the entrance-type lane 204 into the full-road-surface lane 205) in this merging area 2121.

In the present embodiment, the length of the predetermined acceleration distance is a distance required for the vehicle to accelerate to the maximum allowable driving speed of the entrance-type lane 204 after exiting from the entrance ramp 2111 corresponding to the entrance-type lane 204. The length of the merge region 2121 is also at least greater than a predetermined merge safety distance D', which can be calculated by the following equation:

D’＝(d_z+d_c*3)/(V_1max-V_2min)*V_2max

d_z＝(V_1min-V_2max)*n

in the formula, V_1minIs the minimum allowable driving speed, V, of the entrance type lane_1maxIs the maximum allowable driving speed, V, of the entrance lane_2minIs the minimum allowable driving speed, V, of the all-road lane_2maxIs the maximum allowable driving speed of the all-terrain lane, d_zIs a V_1minAnd V_2maxThe braking distance required for the speed difference of d_cThe length of the vehicle body is shown, and n is a braking coefficient.

In this embodiment, the entrance lane 204, the all-road lane 205, the one-road lane 206, and the exit lane 207 are provided with their respective allowable driving speed sections, and for safety of merging, the minimum allowable driving speed of the entrance lane 204 and the maximum allowable driving speed of the all-road lane 205 should be as close to 0 as possible in design.

The function of the merging region 2121 is the same as that of the merging region 1121 in the first embodiment, and is not described herein again.

Meanwhile, except for the merging area 2121, the road surface identification lines of the entrance type lane 204, the full-road-surface lane 205, the single-road-section lane 206 and the exit type lane 207 on the road surface section 212 are all set as solid lines, which indicates that the vehicle cannot change lanes, and ensures that the vehicle can only run along the lane where the vehicle is located.

The tail end 213 is provided with two exit ramps, a first exit ramp 2131 and a second exit ramp 2132, and an entrance lane 204 and a full-road lane 205 pass through the tail end 213 to communicate with the downstream highway section 201. In the present embodiment, based on the traveling direction of the vehicle,

the first exit ramp 2131 is connected to the one-way lane 206, and is configured to allow vehicles to exit from the one-way lane 206 to a general road; the second exit ramp 2132 is connected to the exit-type lane 207 for allowing the vehicle to exit the exit-type lane 207 to the general road.

FIG. 10 is a perspective view of the tail end of the second embodiment of the present invention.

As shown in fig. 10, the tail end 213 includes an entrance lane 204, a full-road lane 205, a first exit ramp 2131, and a second exit ramp 2132 in this order from right to left with respect to the traveling direction of the vehicle. A first exit ramp 2131 and a second exit ramp 2132 communicate the highway section 201 in the form of an elevated road with a normal road on the ground.

In this embodiment, the entrance lane 204 is a lane with one end connected to an entrance ramp and the other end connected to a downstream highway section; the all-terrain lane 205 is a lane of a type in which both ends are connected to the upstream and downstream highway sections, respectively; the single-section lane 206 is a lane of the type in which one end is connected to an entrance ramp and the other end is connected to an exit ramp; the exit-type lane 207 is a lane of a type in which one end is connected to an upstream highway section and the other end is connected to an exit ramp.

Fig. 11 is a schematic diagram of three connected highway segments in a second embodiment of the present invention.

For convenience of description, the highway section 201 fully shown in fig. 11 is set as the current highway section LD_i(i ═ 1,2, …, N), will be located on the current highway section LD_iThe upstream highway section 201 is set as the upstream highway section LD_i-1To be located on the current highway section LD_iThe downstream highway 201 is set as the downstream highway LD_i+1。

As shown in FIG. 11, the current highway section LD_iThe concrete structure of (1) is as follows:

current highway section LD_iThe entrance type lane D1CD_iIs communicated with the start end QS_iFirst on-ramp D1RZ_iAnd connected to the downstream highway section LD_i+1Full roadway lane D2CD_i+1。

Current highway section LD_iFull roadway lane D2CD_iLD communicated with upstream highway section_i-1The entrance type lane D1CD_i-1And connected to the downstream highway section LD_i+1Exit type lane D4CD_i+1。

Current highway section LD_iSingle-segment lane D3CD_iAre respectively communicated with the start ends QS_iAnd end MW_iSecond on-ramp D2RZ_iAnd a first off-ramp D1CZ_i。

Current highway section LD_iExit type lane D4CD_iLD communicated with upstream highway section_i-1Full roadway lane D2CD_i-1And is connected to the tail end MW_iSecond on the off-ramp D2CZ_i。

In this embodiment, the overall view of the highway actually includes only two lanes, i.e., a multi-zone lane composed of an entrance lane, a full-road lane and an exit lane, and a single-zone lane composed of a single-section lane.

In this embodiment, the first entrance ramp D1RZ_iIs provided with a second exit ramp D2CZ_i+2Indication of the corresponding destination, second on-ramp D2RZ_iIs provided with a first exit ramp D1CZ at least_iAn indication of the corresponding destination. The indication mark is, for example, a signpost mark indicating that the destination is "XX way".

When the vehicle enters the first entrance ramp D1RZ_iLD driving into current highway section_iThen, along the entrance type lane D1CD_iTravel across the tail end MW_iThen driving to the entrance type lane D1CD_iCommunicated full-road lane D2CD_i+1Further through the tail end MW_i+1Then driving to the full road lane D2CD_i+1Connected exit type lane D4CD_i+2Middle and last from highway section LD_i+2To (1) aTwo exit ramps D2CZ_i+2And can be driven out of the highway.

In addition, due to the road section LM_iIs provided with a parallel line area BX_iThus when the vehicle is coming from the entrance ramp RZ_i-1Drive-in upstream highway section LD_i-1And enters the current highway section LD_iOn full roadway lane D2CD_iWhen the driver does not want to go from the second exit ramp D2CZ_i+1At lower high speed, can also pass through a parallel line area BX_iInto the entrance type lane D1CD_iFrom the second off-ramp D2CZ_i+2And (4) exiting. By analogy, the vehicles can repeat the doubling according to actual needs until the vehicles exit from a certain second exit ramp at the downstream.

In the present embodiment, four lanes on the road surface section 212 are provided with different allowable driving speed sections. The entrance-type lane 204 and the all-road lane 205 are provided with higher allowable driving speed sections, and the one-way lane 206 and the exit-type lane 207 are provided with lower allowable driving speed sections. Specifically, the method comprises the following steps:

since the entrance lane 204 is connected to the first entrance ramp 2111, the vehicle can be accelerated and kept at a high speed when entering the expressway 200, and both ends of the all-terrain lane 205 are connected to the expressway sections 201 on the upstream and downstream sides, respectively, so that both the entrance lane 204 and the all-terrain lane 205 can be set to have high limits, and the vehicle can keep passing at a high speed.

In contrast, the one-way lane 206 communicates with the first exit ramp 2131, and the exit-type lane 107 communicates with the second exit ramp 2132, so that the vehicles on the two lanes need to gradually decelerate and exit the expressway 200, and therefore, the entrance-type lane 204 is set with a higher allowable driving speed section and the exit-type lane 207 is set with a relatively lower allowable driving speed section.

In summary, the highest allowable driving speeds of the entrance lane 204, the all-road lane 205, the single-road lane 206 and the exit lane 207 are entrance lane 204, all-road lane 205, single-road lane 206 and exit lane 207.

Fig. 12 is a schematic diagram of a second embodiment of the present invention when a congestion occurs on a highway.

When the first exit ramp D1CZ_iAnd a second off-ramp D2CZ_iWhen the connected ground traffic is congested, the vehicles can be congested in the single-section lane D3CD because the vehicles cannot exit the highway 200_iAnd exit type lane D4CD_iIn (1). As can be seen from fig. 12, although congestion occurs, the congestion occurs only in the one-link lane D3CD_iAnd exit type lane D4CD_iInside without affecting the other lanes, entrance lane D1CD_iAnd full roadway D2CD_iThe vehicle in the middle can normally drive to the downstream highway section LD_i+1. Specifically, the method comprises the following steps:

in one-way lane D3CD_iThe jam occurring in (A) will only affect the one-way lane D3CD_iBy itself, i.e. causing the need to cross the current highway section LD_iIf the current road section can not be completed by the vehicle of the corresponding current road section through the expressway, the current road section is the second entrance ramp D2RZ in advance_iAn indication mark for indicating congestion condition is arranged, when the vehicle needs to go to the first exit ramp D1CZ_iWhen the destination corresponds to the destination, the current road section can be completely crossed through the common road on the ground according to the prompt of the indication mark. Generally speaking, the one-lane D3CD_iThe congestion is spread to the highway due to the congestion of the ordinary traffic on the ground, however, due to the isolation design between lanes, the single-section lane D3CD_iThe congestion does not affect other lanes.

At the exit type lane D4CD_iThe jam occurring in (1) will only affect the upstream full-face lane D2CD_i-1And entrance type lane D1CD_i-2From the first entrance ramp D1RZ_iLD entering the current highway section_iAnd from the first entrance ramp D1RZ_i-1LD entering the current highway section_i-1The vehicle can still smoothly go to the subsequent destination.

And, due to the parallel line region BX_i-1Setting of (1), full roadway lane D2CD_i-1If the vehicle in (2) needs to go to the second off-ramp D2CZ_i+1And a destination corresponding to a second off-ramp further downstreamCan also normally pass through the parallel line area BX_i-1Into the entrance type lane D1CD_i-1Thereby normally driving to the subsequent road section. If and only if exit type lane D4CD_iThe blockage occurred in (2) is diffused to the doubling region BX_i-1(corresponding to traffic jam to all road lanes D2CD_i-1Corresponding to positions B 'to a' in fig. 12), the vehicles cannot be normally merged.

However, even if the congestion spreads to the merge area BX_i-1Even spread to the entrance type lane D1CD_i-2If the first entrance ramp D1RZ is in advance_iAn indication mark for indicating congestion condition is arranged, when the vehicle needs to go to the second exit ramp D2CZ_i+1And the destination corresponding to the second exit ramp further downstream, the vehicle can be prompted to travel a road section through the ordinary traffic on the ground through the indication mark, and the vehicle can be prompted to travel the road section on the first entrance ramp D1RZ_i-1Enters the highway 200.

The start section 202 includes a start end, a road surface section, and an end. Four lanes are provided on the road surface segment, corresponding to two entrance type lanes 204 and two one-way lanes 206, respectively.

In this embodiment, the length range of the start section 202 is also generally set between 1km and 50km, and the specific length of each start section 202 may be specifically set according to actual conditions in actual use.

The starting end is provided with four entrance ramps. The four entrance ramps are connected to two entrance lanes 204 and two one-way lanes 206, respectively, for allowing vehicles to enter the highway 200 from a general road. The structure of the entrance ramp is similar to the entrance ramp 2111 and will not be described again.

The road surface section is a main road surface of the start section 202 for keeping the vehicle running at a high speed. A soft isolation component for preventing the vehicle from changing the lane is arranged between the entrance lane 204 and the single-section lane 206 on the road surface section, so that the vehicle can run in the lane.

The tail end is provided with two exit ramps, through which two entry lanes 204 are connected downstream highway section 201. In the present embodiment, both the entrance-type lanes 204 are provided on the right sides of the two exit ramps with reference to the traveling direction of the vehicle.

The two exit ramps are in one-to-one correspondence with the single-road-segment lanes 206, and are used for allowing vehicles to exit from the single-road-segment lanes 206 and enter a common road. The structure of the exit ramp is similar to the exit ramp 2131 and will not be described further herein.

In this embodiment, the start section 202 is the start part of the whole highway 100 and is connected to each highway section 201 downstream.

The end section 203 includes a start end, a road surface section, and an end. Four lanes are provided on the road surface section, which are two single-section lanes 206 and two exit-type lanes 207.

In this embodiment, the length range of the ending section 203 is also set between 1km and 50km, and the specific length of each ending section 203 can be set according to actual conditions in actual use.

The start end is provided with two entrance ramps and two exit-type lanes 107 run through the start end to connect with the upstream highway section 201. In the present embodiment, the exit-type lane 107, one entrance ramp, the exit-type lane 107, and another entrance ramp are arranged in this order from right to left with reference to the traveling direction of the vehicle.

The two entrance ramps are respectively communicated with the single-road section lanes 106 in a one-to-one correspondence manner, and are used for allowing vehicles to drive into the expressway 200 from a common road. The structure of the entrance ramp is similar to the entrance ramp 2111 and will not be described again.

The road surface section is a main surface of the end section 203 for keeping the vehicle running at a high speed. A soft isolation component for preventing the vehicle from changing the lane is arranged between the single-road-section lane 206 and the exit-type lane 207 on the road surface section, so that the vehicle can run in the lane.

And the tail end is provided with four exit ramps. The four exit ramps are connected to a one-way lane 206 and an exit-type lane 207, respectively, for allowing vehicles to exit the lanes and enter the general road. The structure of the exit ramp is similar to the exit ramp 2131 and will not be described further herein.

In this embodiment, the ending section 203 is the ending part of the whole expressway 200 and is communicated with each of the expressway sections 201 at the upstream.

Fig. 13 is a schematic view of a bidirectional expressway according to a second embodiment of the present invention.

In this embodiment, the highway 200 is a highway extending along the driving direction of the vehicle, and in actual use, two highways 200 with opposite driving directions can be used in combination. As shown in fig. 13, the two expressways 200 are centrosymmetric, and the lane closely attached to each other is an exit-type lane 207 allowing the relatively lowest driving speed.

Example two actions and effects

According to the expressway and the expressway provided by the embodiment, the entrance type lanes communicated with the entrance ramp and the downstream expressway, the all-road lanes communicated with the upstream expressway and the downstream expressway, the single-road lanes communicated with the entrance ramp and the exit type lanes communicated with the upstream expressway and the exit ramp are arranged on the expressway, so that vehicles entering through the entrance and vehicles exiting through the exit are not affected by each other, and when congestion occurs at the exit, the caused wave-sum surface cannot be diffused to other lanes, so that the original traffic efficiency of other lanes outside the congested lanes can be kept.

Furthermore, in the embodiment, the entrance type lane is communicated with the downstream full road surface lane and is communicated with the more downstream exit type lane through the full road surface lane, so that the expressway of the embodiment has stronger anti-congestion capability and is suitable for road conditions with four lanes, the driving efficiency of the lanes on the expressway is only limited by the receiving capability of the exit ramp, the control and the management of traffic flow become convenient, meanwhile, the phenomenon that the traditional vehicles generate brake points on the expressway due to free lane change is avoided, the occurrence rate of traffic accidents is reduced, and the fuel economy of the vehicles is indirectly improved.

In addition, in the embodiment, as the merging area is arranged between the entrance lane and the full-road lane, and the allowable driving speed of the entrance lane is greater than that of the full-road lane, the vehicle can reasonably change the lane through the merging area and drive to a highway section further downstream. Meanwhile, when the speed difference between the minimum allowable driving speed of the entrance type lane and the maximum allowable driving speed of the exit type lane is small, the doubled vehicles can keep relatively static in the doubling area, so that rear-end collision of the vehicles during doubling can be avoided to a great extent, and the doubling of the vehicles can only occur in the whole highway section, so that the safety is higher.

In addition, in the embodiment, when two opposite expressways are actually applied and arranged, because the lanes tightly attached to the two expressways are exit type lanes allowing the lowest running speed, the relative speed between vehicles running in opposite directions is made as low as possible, and the danger of accidental collision is reduced.

< example three >

In the third embodiment, the same reference numerals are given to the components having the same configurations as those in the second embodiment, and the description thereof will be omitted.

Compared with the second embodiment, the third embodiment is different from the first embodiment in the design of the tail end 313 of each highway section 301.

As shown in fig. 14, the highway section 301 includes a start end 211, a road surface section 312, and an end 313. An entrance lane 204, a full-road lane 305, a single-road lane 206, and an exit lane 207 are provided on the road surface section 212.

The tail end 313 is provided with three exit ramps, a first exit ramp 2131, a second exit ramp 2132 and a third exit ramp 3133, and the entrance lane 204 and the full-road lane 305 pass through the tail end 313 to communicate with the downstream highway section 301.

The all-road lane 305 gradually expands to two transition lanes toward the downstream side in the traveling direction starting at a predetermined distance from the exit start end of the third exit ramp 3133. The two transition lanes are a first transition lane 3051 and a second transition lane 3052, respectively, and the third exit ramp 3133 is connected to the first transition lane 3051, so that the vehicle can exit from the all-terrain lane 305 to the common road; the second transition lane 3052 is connected to the downstream highway section 300.

At the tail end 313, the entrance lane 204, the second transition lane 3052, the third exit ramp 3133, the first exit ramp 2131, and the second exit ramp 2132 are provided in this order from the right to the left in the tail end 313 with respect to the traveling direction of the vehicle. The third exit ramp 3133, the first exit ramp 2131 and the second exit ramp 2132 communicate the highway section 201 in the form of an elevated road with a normal road on the ground.

Example three actions and effects

Compared with the second embodiment, in the third embodiment, since the all-road lane is diverged and expanded into two transition lanes and one of the transition lanes is connected to the third exit ramp, the exit is more flexibly configured, so that the vehicle can exit the expressway through the third exit ramp when crossing two road sections.

< modification example I >

In the first modification, the same reference numerals are given to the components having the same configurations as those in the second embodiment, and the description thereof will be omitted.

Compared with the second embodiment, in the present modification, the pavement marking lines between the lanes on the pavement segment 212 except the merging area 2121 are replaced by soft isolation members, which are made of soft materials and used for dividing the lanes, so that the soft isolation members cannot cross the soft isolation members during normal driving, merge and change lanes, and the soft isolation allows crossing under special vehicles (rescue/obstacle clearance/rescue/fire rescue/police) and special conditions (accident/rescue/police, etc.), and the vehicle crossing soft isolation does not damage the vehicles.

Therefore, in the first modification, since the soft isolation components are arranged among the four lanes on the road surface section, the vehicle can be further prevented from changing lanes at will, behaviors such as bidirectional crossing lane changing and the like are avoided to the greatest extent, the occurrence rate of traffic accidents is reduced to the greatest extent, the types of the traffic accidents basically only have rear-end collisions, and the death rate of the traffic accidents is also reduced. In addition, when an accident occurs, the rescue vehicle can enter from any nearby idle entrance ramp and cross the soft isolation facility to reach the accident point for rescue, so that the rescue efficiency is improved, and high-speed long-time congestion is avoided.

< modification example two >

In the second modification, the same reference numerals are given to the constituent elements having the same configurations as those of the second embodiment, and the description thereof will be omitted.

Compared with the embodiment, in the present modification, the road marking lines between the lanes except for the merging area 2121 on the road surface section 212 are replaced by controllable lifting members, which are railings capable of lifting and are controlled by a system or a manual work. When the vehicle is normally driven, the lifting component is lifted and placed to cross a lane for merging and changing, and under the conditions of special vehicles (rescue/obstacle clearing/rescue/fire fighting/police) and special conditions (accident/rescue/police and the like), the lifting component can be controlled by a system or a person to be lowered and the corresponding vehicle can be crossed.

The above-described embodiments and modifications are merely illustrative of specific embodiments of the present invention, and the present invention is not limited to the description of the embodiments and modifications.

For example, in the above embodiments, the structure of each highway section is designed for the right driving habit, and in order to adapt to the left driving habit in some countries, the highway section and the highway of the present invention may also adopt a mirror image design.

For example, in the above-described embodiment, a highway section provided with two lanes (adapted to two roadways) and a highway section provided with four lanes (adapted to four roadways) are exemplified. However, according to the actual road condition (i.e. the number of roadways), the present invention is a highway section with three lanes and five lanes, specifically: the three lanes are high-speed road sections based on four lanes, and a single-lane section lane is removed from the four lanes to be changed into the three lanes; the five lanes are high-speed road sections based on four lanes, and a single-section lane is additionally arranged on one side of the four lanes or beside the single-section lane of the four lanes.

For example, in the second embodiment described above, the highway section is provided with the entrance type lane, the all-road lane, the one-way lane, and the exit type lane, respectively, in order from right to left. As an alternative scheme, the relative position of the entrance lane and the full-road lane is not changed, and the relative position relation between the lanes can be adjusted randomly according to actual needs to form the highway section with different designs without influencing the effect of the highway section.

Further, in the above embodiment, the highway sections based on the same design are adopted, and in actual use, highway sections of different designs can be used in cooperation with each other, only the correct lane connection relationship between two adjacent highway sections at the upstream and downstream needs to be ensured.

For example, in the above embodiment, the highway is an elevated road, and in other aspects of the present invention, the highway may also be a ground highway or an underground tunnel highway.

For example, in the above embodiments, the entrance ramps and the exit ramps are connected to a common highway, and in practical use, the entrance ramps and the exit ramps can also be communicated with other highways.

For example, the soft isolation member and the elevating member of the first and second modifications may be applied to the first, third, and other embodiments.

Claims

1. A highway section which adjoins an upstream highway section located on an upstream side in a traveling direction and a downstream highway section located on a downstream side in the traveling direction, respectively, comprising:

a start end adjacent to the upstream highway section;

a road surface section connected with the starting end along the driving direction;

a tail end connected to the road surface segment in the direction of travel and adjoining the downstream highway segment; and

at least two lanes disposed on the road surface section,

wherein the starting end is provided with at least one entrance ramp,

the entrance ramp communicates with one of the lanes and is located on one side in the traveling direction of the other of the lanes communicating with the upstream highway section,

the tail end is provided with at least one exit ramp,

the exit ramp is located on the other side in the traveling direction of the lane communicating with the downstream highway section,

the entrance ramp is located on an upstream side in the traveling direction with respect to the exit ramp.

2. A highway section according to claim 1 wherein:

wherein the road surface section is provided with four lanes as an entrance type lane, a full road surface lane, a single road section lane and an exit type lane,

the number of the inlet ramps is two,

at least two exit ramps are arranged on the ring-shaped ramp,

one end of the entrance type lane is communicated with one entrance ramp, the other end of the entrance type lane is communicated with the downstream highway section,

one end of the full road lane is communicated with the upstream highway section, the other end is at least communicated with the downstream highway section,

two ends of the single-road section lane are respectively communicated with one inlet ramp and one outlet ramp,

and one end of the exit type lane is communicated with the upstream highway section, and the other end of the exit type lane is communicated with one exit ramp.

3. A highway section according to claim 2 wherein:

wherein the entrance type lane, the full road lane, the single road lane and the exit type lane on the road surface section are sequentially arranged from one side to the other side of the driving direction.

4. A highway section according to claim 2 wherein:

wherein, three exit ramps are arranged,

the exit ramp has an exit beginning,

starting at a predetermined distance extending from the exit starting end to an upstream side in the traveling direction, the all-road lane gradually expands to two transition lanes as a first transition lane and a second transition lane toward a downstream side in the traveling direction,

the three exit ramps are respectively arranged at positions communicated with the single-road section lane, the exit type lane and the first transition lane.

5. A highway section according to claim 2 wherein:

wherein the total length of the pavement section is 1km to 50km,

the allowable driving speed interval of the entrance lane is larger than that of the all-road lane,

a merging area for merging vehicles from the full-road lane into the entrance lane is arranged on the road surface section at a preset acceleration distance from the starting end,

the length of the acceleration distance is the distance required by the vehicle to accelerate to the maximum allowable driving speed of the entrance type lane after exiting from the entrance ramp corresponding to the entrance type lane,

the length of the doubling area is at least greater than a preset doubling safety distance D, and the doubling safety distance D is as follows:

D＝(d_z+d_c*3)/(V_1max-V_2min)*V_2max

d_z＝(V_1min-V_2max)*n

in the formula, V_1minIs the minimum allowable driving speed, V, of the entrance type lane_1maxIs the maximum allowable driving speed, V, of the entrance lane_2minIs the most extensive of the all-terrain laneSmall allowable driving speed, V_2maxIs the maximum allowable driving speed of the all-terrain lane, d_zIs a V_1minAnd V_2maxThe braking distance required for the speed difference of d_cIs the length of the car body, n is the braking coefficient,

and the road surface section is provided with a road surface marking line, a lifting isolation component or a soft isolation component which is positioned between the lanes and is used for preventing vehicles from changing lanes except the merging area.

6. A highway section according to claim 1 wherein:

wherein the road surface section is provided with two lanes as an entrance lane and an exit lane,

7. A highway section according to claim 6 wherein:

wherein the total length of the pavement section is 1km to 50km,

the allowable driving speed interval of the entrance type lane is larger than that of the exit type lane,

a merging area for a vehicle to merge from the exit-type lane into the entry-type lane is provided on the road surface section at a predetermined acceleration distance from the starting end,

the length of the acceleration distance is the distance required by the vehicle in the entrance type lane to accelerate to the maximum allowable driving speed of the entrance type lane after exiting the entrance ramp,

D＝(d_z+d_c*3)/(V_1max-V_4min)*V_4max

d_z＝(V_1min-V_4max)*n

in the formula, V_1minIs the minimum allowable driving speed, V, of the entrance type lane_1maxIs the maximum allowable driving speed, V, of the entrance lane_4minIs the minimum allowable driving speed, V, of the exit-type lane_4maxIs the maximum allowable driving speed of the exit-type lane, d_zIs a V_1minAnd V_4maxThe braking distance required for the speed difference of d_cIs the length of the car body, n is the braking coefficient,

8. A highway, comprising:

n intercommunicated highway sections LD_i(i＝1,2，…，N)，

Wherein each of the highway sections LD_iThe method comprises the following steps:

and the last said highway section LD_i-1Adjacent start QS_i；

A road section LM connected with the starting end along the driving direction_i；

Connected to the road section in the direction of travel and connected to the next highway section LD_i+1Adjacent tail end MW_i(ii) a And

at least two lanes CD arranged on the road surface section_i，

Wherein the starting end is provided with at least one entrance ramp RZ_i，

The entrance ramp RZ_iAnd one of said lanes CD_iIs communicated with and positioned at the previous expressway section LD_i-1Another said lane CD connected_iOn the side in the direction of travel,

the ramp-out CZ_iLocated at the next said highway section LD_i+1Connected lane CD_iOn the other side in the direction of travel,

the entrance ramp RZ_iRelative to said exit ramp CZ_iOn an upstream side in the traveling direction.

9. A highway according to claim 8 wherein:

wherein the road surface section LM_iIs provided with two lanes CD_iAs an entrance type lane D1CD_iAnd exit type lane D4CD_i，

The entrance type lane D1CD_iOne end of which is communicated with one inlet ramp RZ_iAnd the other end thereof is connected with the exit type lane D4CD of the downstream highway section_i+1Are communicated with each other and are communicated with each other,

the exit-type lane D4CD_iAnd the entrance type lane D1CD of the upstream highway section_i-1Is communicated with the other end of the ramp body and is communicated with one outlet ramp CZ_i，

The entrance ramp RZ_iIs provided with a ramp body at least comprising the ramp-out CZ_i+1An indication of the corresponding destination.

10. A highway according to claim 8 wherein:

wherein the road surface section LM_iIs provided with four lanes CD_iAs an entrance type lane D1CD_iAll-terrain lane D2CD_iSingle lane D3CD_iAnd exit type lane D4CD_i，

The entrance ramps are provided with two and are used as a first entrance ramp D1RZ_iAnd a second entrance ramp D2RZ_i，

At least two exit ramps are arranged and are used as a first exit ramp D1CZ_iAnd a second off-ramp D2CZ_i，

The entrance type lane D1CD_iIs communicated with the first inlet ramp D1RZ_iAnd the other end of the downstream highway sectionAll-terrain lane D2CD_i+1Are communicated with each other and are communicated with each other,

the all-road lane D2CD_iAnd the entrance type lane D1CD of the upstream highway section_i-1Communicated with the other end of the downstream highway section at least and is communicated with the exit type lane D4CD of the downstream highway section_i+1Are communicated with each other and are communicated with each other,

the one-way lane D3CD_iAre respectively communicated with the second inlet ramp D2RZ_iAnd the first off-ramp D1CZ_i，

The exit-type lane D4CD_iAnd the full-road lane D2CD of the upstream highway section_i-1Is communicated with the other end of the second outlet ramp D2CZ_i，

The first entrance ramp D1RZ_iIs provided with a second off-ramp D2CZ comprising at least said second off-ramp D2_i+2An indication of the corresponding destination.

The second entrance ramp D2RZ_iIs provided with a first ramp-out D1CZ comprising at least said first ramp-out D1_iAn indication of the corresponding destination.