CN212375651U - Traffic system - Google Patents
Traffic system Download PDFInfo
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- CN212375651U CN212375651U CN202020021870.8U CN202020021870U CN212375651U CN 212375651 U CN212375651 U CN 212375651U CN 202020021870 U CN202020021870 U CN 202020021870U CN 212375651 U CN212375651 U CN 212375651U
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Abstract
The utility model belongs to the technical field of the traffic technique and specifically relates to a traffic system is related to alleviate the traffic jam problem that exists among the prior art. Comprises an access overpass, wherein the access overpass is used for vehicles to enter or exit a traffic system; the access overpass comprises a forward road, a middle road and a reverse road which are arranged in parallel; the middle road is positioned between the forward road and the reverse road; the forward road is used for forward driving, the reverse road is used for reverse driving, the middle road is used for bidirectional driving, the access overpass is further provided with a ramp, the ramp is connected with the middle road, the ramp extends downwards from the middle road, and the ramp is used as an upper middle road and a lower middle road of a vehicle. The utility model provides a traffic system can alleviate traffic jams.
Description
Technical Field
The utility model belongs to the technical field of the highway technique and specifically relates to a traffic system is related to.
Background
The highway belongs to a high-grade highway. The highway is a highway which can adapt to the average day and night passenger car traffic volume of more than 25000 vehicles in the year, is specially used for the lane-dividing high-speed driving of automobiles and can control the entrance and the exit of the automobiles. Although the names of the highways are different in all countries, the highways are specially designed to have more than 4 lanes (including), two-way partition driving, complete control of entrances and exits and all adopt the three-dimensional crossing. In addition, some countries control partial entrances and exits, and some direct trunks that do not all use grade crossings are also called highways.
In general, a highway can accommodate speeds of 120 km/h or more (typically 120 km/h) and a road surface having a width of 4 lanes or more (inclusive). The middle is provided with a separation belt, adopts asphalt concrete or cement concrete high-grade pavement and is provided with complete marks, marked lines, signals and lighting devices; the pedestrians and the non-motor vehicles are prohibited from walking on the road, and the pedestrians and the non-motor vehicles are allowed to pass through the road by adopting the flyover crossing and the pedestrian overpass bridge or the underpass with other lines. By definition, a highway should generally meet the following 4 conditions: (1) only the automobile can run at high speed; (2) the device is provided with a plurality of lanes and a central separation belt, which completely separate the back-and-forth traffic; (3) a three-dimensional intersection is arranged; and (4) closing the whole line, controlling the entrance and the exit, and enabling only vehicles to enter and exit the road at specified three-dimensional intersections.
However, urban highway congestion is becoming a serious problem.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a traffic system to alleviate the traffic jam problem that exists among the prior art.
In order to solve the technical problem, the utility model provides a technical scheme lies in:
a traffic system comprising an ingress and egress overpass for vehicles to enter or exit the traffic system;
the access overpass comprises a forward road, a middle road and a reverse road which are arranged in parallel; the intermediate road is located between the forward road and the reverse road;
the forward road is used for forward driving, the reverse road is used for reverse driving, and the middle road is used for bidirectional driving;
the access overpass is further provided with a ramp, the ramp is connected with the middle road, the ramp extends downwards from the middle road, and the ramp is used as a vehicle for getting on and off the middle road.
Further, in the present invention,
the position where the ramp is connected with the forward access lane or the reverse access lane occupies a part of the forward access lane or occupies a part of the reverse access lane so as to avoid the influence of the ramp on the passing of straight vehicles on the forward access lane or the reverse access lane.
Further, in the present invention,
the position where the ramp is connected with the forward access lane or the reverse access lane occupies the middle position of the forward access lane or occupies the middle position of the reverse access lane, and straight vehicles run on two sides of the ramp.
Further, in the present invention,
the vehicle-mounted system further comprises a central overpass, wherein the central overpass comprises a left lane, a right lane, an upper lane and a lower lane; the left lane, the right lane, the upper lane and the lower lane are criss-crossed;
further comprising: a first right-turn lane, a second right-turn lane, a third right-turn lane, and a fourth right-turn lane;
when the vehicle needs to turn right on the reverse lane of the upper lane, the vehicle drives into the first right-turn lane, and then drives into the reverse lane of the left lane from the first right-turn lane.
When the right-lane reverse-running vehicle needs a right turn, the vehicle drives into a second right-turn lane, and then drives into the upper-lane normal-running lane from the second right-turn lane.
When the vehicle on the forward lane of the left lane needs to turn right, the vehicle drives into a third right-turn lane, and then drives into the reverse lane of the lower lane from the third right-turn lane.
When the vehicle needs to turn right on the right lane of the lower lane, the vehicle enters a fourth right-turn lane, and then enters the right lane of the right lane from the fourth right-turn lane.
Further comprising: a first left-turn lane, a second left-turn lane, a third left-turn lane, and a fourth left-turn lane;
when the left lane is required to turn left, the vehicle enters a first left-turn lane and then enters the right lane of the upper lane from the first left-turn lane.
When the vehicle needs to turn left on the reverse lane of the upper lane, the vehicle drives into the second left-turn lane, and then drives into the right lane forward lane from the second left-turn lane.
When the vehicles on the forward lane of the lower lane need to turn left, the vehicles enter a third left-turning lane, and then the vehicles enter a reverse lane of the left lane from the third left-turning lane.
When the vehicles on the right lane reverse lane need to turn left, the vehicles enter a fourth left-turn lane, and then the vehicles enter the lower lane reverse lane from the fourth left-turn lane.
Further, in the present invention,
the first right-turn lane, the second right-turn lane, the third right-turn lane and the fourth right-turn lane are all arranged to be arc-shaped structures, and the first right-turn lane, the second right-turn lane, the third right-turn lane and the fourth right-turn lane are integrally formed into a frame-shaped structure.
Further, in the present invention,
the first left-turn lane and the fourth left-turn lane are of arc structures, the included angle between the first left-turn lane and the second left-turn lane is opposite and faces the cross center, and the second left-turn lane and the third left-turn lane are parallel.
Further, in the present invention,
the left lane, the right lane, the upper lane and the lower lane are all provided with ten sequencing lanes which correspond to the license plate tail numbers one by one.
Further, in the present invention,
the first right-turn lane, the second right-turn lane, the third right-turn lane and the fourth right-turn lane are all provided with ten sequencing lanes which correspond to license plate tail numbers one by one.
Further, in the present invention,
the first left-turn lane, the second left-turn lane, the third left-turn lane and the fourth left-turn lane are all provided with ten sequencing lanes which correspond to license plate tail numbers one by one.
Further, in the present invention,
the left lane, the right lane, the upper lane and the lower lane are arranged to at least accommodate three vehicles side by side, and the connecting positions of each right-turn lane and each left-turn lane and each lower lane are positioned in the middle of each lane.
The utility model discloses the technological effect analysis that can realize as follows:
the access overpass comprises a forward road, a middle road and a reverse road which are arranged in parallel; the intermediate road is located between the forward road and the reverse road. Residential areas can be arranged on two sides of extension lines of the forward road, the middle road and the reverse road, and vehicles in the residential areas on the left side and the right side can run according to the directions indicated by arrows in fig. 2.
The forward road is used for forward driving, the reverse road is used for reverse driving, and the middle road is used for bidirectional driving. The forward direction is the rightward direction in fig. 2, and the reverse direction is the leftward direction in fig. 2.
Still be provided with the ramp, this ramp is connected with the centre road, extends downwards from the centre road, uses as getting on or off the bus, and the meaning of getting on or off the bus is: vehicles enter the middle road from the lower road (the vertical road in fig. 2) through the ramp or drive down from the middle road to the lower road.
The driving mode from the access overpass to the access highway is described in detail below, please refer to fig. 2 and fig. 3, and the position of the car in fig. 2 is taken as the current position.
When a right turn is needed to enter a lower lane (the upward direction is a forward direction), the vehicle firstly enters the middle road, then enters the ramp from the middle road, and then enters the lower lane from the ramp.
The driving route is as follows: current cart position-a-B-C in fig. 3.
When a left corner needs to enter a lane below, the vehicle firstly enters a reverse road, then enters the other side of the reverse road, then enters a middle road from the reverse road on the other side, then enters a ramp from the middle road, and then enters a lane below from the ramp.
The driving route is as follows: current cart position-D-E-F-G in fig. 3.
Through the analysis, the vehicles can respectively travel on the same road without mutual interference, and the traffic jam is effectively relieved.
Drawings
Fig. 1 is a schematic structural view of a central overpass according to an embodiment of the present invention;
fig. 2 is a schematic structural view of an in-out overpass according to an embodiment of the present invention;
fig. 3 is a schematic view of a traveling vehicle in an in-out overpass according to an embodiment of the present invention.
Icon:
100-left lane; 110-left lane main; 120-left lane reverse;
200-right lane; 210-right lane main; 220-right lane reverse lane;
300-lane up; 310-upper lane main lane; 320-getting on the reverse lane;
400-lower lane; 410-lower lane main lane; 420-lower lane reverse lane;
510-a first right turn lane; 520-a second right turn lane; 530-third right turn lane; 540-fourth right turn lane;
610-first left turn lane; 620-second left turn lane; 630-third left turn lane; 640-a fourth left turn lane;
710-forward road;
720-middle road;
730-reverse road;
740-a ramp;
810-forward traffic in and out lanes;
820-retrograde into and out of lane.
Detailed Description
Example one
The overpass system further comprises an access overpass for vehicles to enter and exit the overpass system.
The in-out overpass comprises a forward road 710, a middle road 720 and a reverse road 730 which are arranged in parallel; the middle road 720 is located between the forward road 710 and the reverse road 730, and the forward road 710, the middle road 720 and the reverse road 730 are located on the same plane. Residential areas may be disposed on both sides of the extended lines of the forward road 710, the middle road 720 and the reverse road 730, and vehicles in the residential areas on the left and right sides may be driven in the forward direction as indicated by the arrows shown in the drawing.
The forward road 710 is used for forward driving, the reverse road 730 is used for reverse driving, and the middle road 720 is used for bidirectional driving. The forward direction is the rightward direction in fig. 2, and the reverse direction is the leftward direction in fig. 2.
Turning lanes, not shown, are provided between the forward road 710 and the intermediate road 720, and between the reverse road 730 and the intermediate road 720, and it is preferable to perform turning at both ends.
A ramp 740 is further provided, which is connected to the intermediate road 720, extends downward from the intermediate road 720, and is used for getting on and off the vehicle, and the means of getting on and off the vehicle are: vehicles enter the intermediate road 720 from the lower highway through the ramp 740 or drive down from the intermediate road 720 into the lower highway.
The driving mode from the access overpass to the access highway is described in detail below, please refer to fig. 2 and fig. 3, and the position of the car in fig. 2 is taken as the current position.
When a right turn is required to enter the forward access lane 810, the vehicle firstly enters the middle road 720, then enters the ramp 740 corresponding to the license plate number from the middle road 720, and then enters the forward access lane 810 from the ramp 740.
The driving route is as follows: current cart position-a-B-C in fig. 3.
When a left turn is required to enter the retrograde access lane 820, the vehicle first enters the retrograde road 730, then enters the other side of the retrograde road 730, then enters the middle road 720 from the retrograde road 730 on the other side, then enters the ramp 740 from the middle road 720, and then enters the retrograde access lane from the ramp 740.
The driving route is as follows: current cart position-D-E-F-G in fig. 3.
In an alternative to this embodiment, it is preferable that,
the in-out overpass is provided with a plurality of ramps, and each ramp is numbered, for example, different license plate end numbers such as a 0 ramp, a 1 ramp and the like correspond to different numbered ramps, for example, a vehicle with the license plate end number of 0 drives into the 0 ramp, and a vehicle with the license plate end number of 1 drives into the 1 ramp. Numbering is carried out on the ramp, so that the vehicle congestion can be effectively relieved.
In an alternative to this embodiment, it is preferable that,
the roads (longitudinal portions in fig. 2) located below the forward road 710, the middle road 720, and the reverse road 730 are also correspondingly provided with numbered lanes, which correspond one-to-one to different numbered ramps. For example, the ramp No. 0 is correspondingly connected with the lane No. 0 located below, so that when the license plate tail number is 0, the vehicle enters the ramp No. 0 and then enters the lane No. 0 located below.
In an alternative to this embodiment, it is preferable that,
the lane that is located below can hold three vehicles at least in parallel, and the position that the ramp is connected to the lane of lower part occupies the intermediate position of serial lane below, and the both sides space supplies the straight lane to use. For example, lane No. 0 (vertical portion in fig. 2) located below can accommodate at least 3 vehicles, and the lane No. 0 ramp is connected to the middle position of the lane No. 0, occupies the width of one vehicle, and is provided with one vehicle on each side.
Example two
In fig. 1, the forward direction of the horizontal highway is the horizontal rightward direction, and the backward direction is the horizontal leftward direction. The forward direction of the vertical highway in fig. 1 is a vertically upward direction, and the backward direction is a vertically downward direction.
The present embodiment provides a transportation system including a left lane 100, a right lane 200, an upper lane 300, and a lower lane 400; the left lane 100, the right lane 200, the upper lane 300, and the lower lane 400 cross;
the highway in this embodiment further includes: a first right-turn lane 510, a second right-turn lane 520, a third right-turn lane 530, and a fourth right-turn lane 540;
the two ends of the first right-turn lane 510 are respectively connected with the left lane reverse lane 120 and the upper lane reverse lane 320;
two ends of the second right-turn lane 520 are respectively connected with the upper lane forward lane 310 and the right lane backward lane 220;
two ends of the third right-turn lane 530 are respectively connected with the left lane forward lane 110 and the lower lane backward lane 420;
two ends of the fourth right-turn lane 540 are respectively connected with the lower lane main lane 410 and the right lane main lane 210;
the right-hand driving route is explained as follows:
when the vehicle driving on the upper lane reverse lane 320 needs a right turn, the vehicle drives into the first right turn lane 510, and then drives into the left lane reverse lane 120 through the first right turn lane 510.
When the right-lane reverse lane 220 needs to drive a right turn, the vehicle enters the second right-turn lane 520, and then enters the upper lane forward lane 310 from the second right-turn lane 520.
When the left lane forward road 110 needs a right turn, the vehicle enters the third right turn lane 530, and then enters the lower lane reverse road 420 through the third right turn lane 530.
When the right turn is needed for driving on the lower lane main road 410, the vehicle enters the fourth right turn lane 540, and then enters the right lane main road 210 from the fourth right turn lane 540.
The highway in this embodiment further includes: a first left turn lane 610, a second left turn lane 620, a third left turn lane 630, and a fourth left turn lane 640;
the two ends of the first left-turn lane 610 are respectively connected with the left lane main lane 110 and the upper lane main lane 310;
the two ends of the second left-turn lane 620 are respectively connected with the upper lane reverse lane 320 and the right lane forward lane 210;
the two ends of the third left-turn lane 630 are respectively connected with the left lane reverse lane 120 and the lower lane forward lane 410;
two ends of the fourth left-turn lane 640 are respectively connected to the lower lane retrograde road 420 and the right lane retrograde road 220.
The left-turn driving route is explained as follows:
when the left-turn lane 110 needs to make a left turn, the vehicle enters the first left-turn lane 610 and then enters the upper lane main lane 310 from the first left-turn lane 610.
When the left turn is needed for driving on the upper lane reverse lane 320, the driver enters the second left turn lane 620 and then enters the right lane forward lane 210 from the second left turn lane 620.
When the left turn is needed for driving on the lower lane forward road 410, the vehicle enters the third left turn lane 630, and then enters the left lane reverse road 120 from the third left turn lane 630.
When the right lane reverse lane 220 needs a left turn, the vehicle enters the fourth left turn lane 640, and then enters the lower lane reverse lane 420 from the fourth left turn lane 640.
In an alternative to this embodiment, it is preferable that,
the first right-turn lane 510, the second right-turn lane 520, the third right-turn lane 530 and the fourth right-turn lane 540 are all arranged at an angle, and included angles of the first right-turn lane 510, the second right-turn lane 520, the third right-turn lane 530 and the fourth right-turn lane 540 are all towards the crisscross center.
In an alternative to this embodiment, it is preferable that,
the first left-turn lane 610 and the fourth left-turn lane 640 are disposed at an angle, and the first left-turn lane 610 and the second left-turn lane 620 are disposed at an angle opposite and toward the center of the cross, and the second left-turn lane 620 and the third left-turn lane 630 are parallel.
In an alternative to this embodiment, it is preferable that,
each of the forward lane and the backward lane is provided with ten sequencing lanes corresponding to the license plate tail numbers one by one. The detailed description is as follows: each of the forward road and the backward road is provided with ten sequenced lanes, for example, lane 0, lane 1, lane 2, etc., a vehicle with a tail number of 0 enters lane 0, a vehicle with a tail number of 1 enters lane 1, and so on.
Each curved road is provided with ten sequenced lanes which correspond to the tail numbers of the license plates one by one, and vehicles drive into the curved road with the same number in the driving process. The detailed description is as follows: the left-turn curved road and the right-turn curved road are provided with 10 sequenced lanes, such as a No. 0 curved road lane, a No. 1 curved road lane, a No. 2 curved road lane and the like, a vehicle with a tail number of 0 drives into the No. 0 curved road vehicle, a vehicle with a tail number of 1 drives into the No. 1 curved road lane, and the like.
In an alternative to this embodiment, it is preferable that,
each sequencing lane, for example the No. 0 sequencing lane, can accommodate at least three vehicles in parallel, the starting position or the end position of the connecting position of each curved road and the expressway occupies the middle position of the sequencing lane of the expressway, and enough space is left on two sides of the connecting position to at least respectively ensure the passing of straight vehicles. The width of these two vehicles can go heavy vehicle or light vehicle, and heavy vehicle leans on the lining, and light vehicle leans on the outside, and the while is gone, perhaps the timesharing interval is gone, and the mode of traveling sets up according to particular case, and the flexibility is higher.
Claims (10)
1. A traffic system, characterized in that,
the system comprises an access overpass, a traffic system and a control system, wherein the access overpass is used for vehicles to enter or exit the traffic system;
the in-out overpass comprises a forward road (710), a middle road (720) and a reverse road (730) which are arranged in parallel; the intermediate road (720) is located between the forward road (710) and the reverse road (730);
the forward road (710) is used for forward driving, the reverse road (730) is used for reverse driving, and the middle road (720) is used for bidirectional driving;
the access overpass is further provided with a ramp (740), the ramp (740) is connected with the middle road (720), the ramp (740) extends downwards from the middle road (720), and the ramp (740) is used for vehicles to get on and off the middle road (720).
2. A transportation system according to claim 1,
the position where the ramp (740) is connected with the forward access lane (810) occupies a part of the forward access lane (810), and the position where the ramp (740) is connected with the reverse access lane (820) occupies a part of the reverse access lane (820), so that the ramp (740) is prevented from influencing the passing of straight vehicles on the forward access lane (810) or the reverse access lane (820).
3. A transportation system according to claim 2,
the position of the ramp (740) connected with the forward access lane (810) is based on the middle position of the forward access lane (810),
the ramp (740) is connected to the retrograde access lane (820) at a location that occupies an intermediate position of the retrograde access lane (820).
4. The transportation system of claim 3, further comprising a center overpass comprising a left lane (100), a right lane (200), an upper lane (300), and a lower lane (400); the left lane (100), the right lane (200), the upper lane (300), and the lower lane (400) criss-cross;
further comprising: a first right-turn lane (510), a second right-turn lane (520), a third right-turn lane (530), and a fourth right-turn lane (540);
when the vehicle driving on the upper lane reverse lane (320) needs right turning, the vehicle drives into a first right turning lane (510), and then drives into a left lane (100) reverse lane (120) through the first right turning lane (510);
when the right lane reverse lane (220) needs right turn, the vehicle enters a second right turn lane (520), and then enters an upper lane forward lane (310) from the second right turn lane (520);
when the left lane forward lane (110) needs right turn, the vehicle enters a third right turn lane (530), and then enters a lower lane reverse lane (420) through the third right turn lane (530);
when the vehicle driving on the lower lane main lane (410) needs right turn, the vehicle drives into a fourth right turn lane (540), and then drives into the right lane main lane (210) through the fourth right turn lane (540);
further comprising: a first left turn lane (610), a second left turn lane (620), a third left turn lane (630), and a fourth left turn lane (640);
when the left lane is in a right lane (110) and needs to turn left, the vehicle enters a first left-turning lane (610), and then enters an upper lane (310) from the first left-turning lane (610);
when the vehicle driving on the upper lane reverse lane (320) needs a left turn, the vehicle drives into a second left turn lane (620), and then drives into a right lane forward lane (210) from the second left turn lane (620);
when the vehicle running on the lower lane front lane (410) needs a left turn, the vehicle enters a third left turn lane (630), and then enters a left lane (100) reverse lane (120) through the third left turn lane (630);
when the vehicle driving on the right lane reverse lane (220) needs a left turn, the vehicle drives into a fourth left turn lane (640), and then drives into the lower lane reverse lane (420) through the fourth left turn lane (640).
5. A transportation system according to claim 4,
the first right-turn lane (510), the second right-turn lane (520), the third right-turn lane (530), and the fourth right-turn lane (540) are all configured as an arc-shaped structure, and the first right-turn lane (510), the second right-turn lane (520), the third right-turn lane (530), and the fourth right-turn lane (540) form a frame-shaped structure integrally.
6. A transportation system according to claim 5,
the first left-turn lane (610) and the fourth left-turn lane (640) are arc-shaped structures, the included angle between the first left-turn lane (610) and the second left-turn lane (620) is opposite and faces to the center of a cross, and the second left-turn lane (620) and the third left-turn lane (630) are parallel.
7. A transportation system according to claim 6,
the left lane (100), the right lane (200), the upper lane (300) and the lower lane (400) are provided with ten sequencing lanes corresponding to license plate tail numbers one by one.
8. A transportation system according to claim 7,
the first right-turn lane (510), the second right-turn lane (520), the third right-turn lane (530) and the fourth right-turn lane (540) are all provided with ten sequencing lanes which are in one-to-one correspondence with license plate tail numbers.
9. A transportation system according to claim 8,
the first left-turn lane (610), the second left-turn lane (620), the third left-turn lane (630) and the fourth left-turn lane (640) are all provided with ten sequencing lanes in one-to-one correspondence with license plate tail numbers.
10. A transportation system according to claim 9,
the left lane (100), the right lane (200), the upper lane (300) and the lower lane (400) are at least arranged to accommodate three vehicles side by side, and the connecting positions of each right-turn lane and each left-turn lane and each lower lane are positioned in the middle of each lane.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020021870.8U CN212375651U (en) | 2020-01-07 | 2020-01-07 | Traffic system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020021870.8U CN212375651U (en) | 2020-01-07 | 2020-01-07 | Traffic system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212375651U true CN212375651U (en) | 2021-01-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202020021870.8U Expired - Fee Related CN212375651U (en) | 2020-01-07 | 2020-01-07 | Traffic system |
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| Country | Link |
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| CN (1) | CN212375651U (en) |
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2020
- 2020-01-07 CN CN202020021870.8U patent/CN212375651U/en not_active Expired - Fee Related
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Granted publication date: 20210119 Termination date: 20220107 |