Traffic flow multiplication method for diversiform traffic light crossing

[0030] Embodiment 1, an embodiment of a six-way intersection, referring to FIG. 1 , each main road has six lanes in both directions.

[0031] The basic characteristics of the intersection: Because each intersection has 5 pairs of vehicles to travel, for this reason, the number of lane groups with different orientations near the intersection should be expanded to 10 groups. Each group can be one lane or multiple lanes. Take the south intersection as an example to illustrate the main structure:

[0032] A. Except for the right-most right-turn lane [group], the waiting areas of different directional lanes are moved back a certain distance [such as 50 to 200m] from the original upward intersection to form the first waiting area (1). The left field of area (" is all down-going lanes. There are 4 groups of lane groups with different driving directions in area (1). In Figure 1, only 1 lane is taken for each group. From left to right, the order of different directional lanes is: left, Center left, center, center right.

[0033] B. The leftmost side of the motor vehicle road at each intersection is the down lane [referring to the lane that turns right from the left-adjacent intersection]. Set the second set of lanes from the left on the left side of the intersection [called the first directional upward lane from the left (6)] as the first "second transition zone ("second transition zone) for vehicles to turn left and go up or wait to go out. 3)".

[0034] C. Set the right adjacent lane of the first second transition zone (3) as the first third transition zone (4) of the intersection.

[0035] The number of the second transition area (3) and the third transition area (4) are both four. They are arranged alternately from left to right, that is, starting from the down lane (5) entering from a right turn at the left adjacent intersection, the order from left to right is left down and right up, that is, the pattern of one entry and one exit is repeated until all the Go to the up road (7) [in this example: turn right up road] on the right boundary of the intersection.

[0036] D, between the first waiting area and each second transition area, there are 4 upstream channels corresponding to each other;

[0037] There is also a one-to-one correspondence of 4 passages between each third waiting area and the descending lane, but they are descending passages.

[0038] These ascending and descending passages are arranged in an orderly manner to form a cross rectification area and a lane change area that play the role of bidirectionally combing the traffic flow, referred to as the cross rectification area (2). The function of the cross rectification area is to sort out the traffic flow in an orderly manner, so that the upward and downward traffic flows can travel along the orderly and non-conflicting lanes after passing through the cross rectification area.

[0039] 4 upstream channels for the traffic from the first waiting area (1) in the 4 driving directions to "reverse" through the cross rectification area (2), and then enter the respective second transition area (3);

[0040] The 4 downlink channels are used for the downlink traffic from the 4 third waiting areas (4) to go their separate ways after passing through the cross rectification area (2).

[0041] It also features:

[0042] In front of the first waiting area (1), in the cross rectification area and its associated area, including the neutral gear between different lanes, a directional green island (9) is constructed which is conducive to safe driving and prevents traffic conflict. For a multi-way intersection, (9) is "island"; for the intersection described below, it is a double or isolated island. Driving route signs and signal lights can be set up on the green island; on the road surface of the cross rectification area (2), arrows of different colors indicate the driving directions of different directional traffic flows.

[0043] For a multi-way intersection, the second transition zone (3) corresponds to the second waiting zone. Set up a larger second transition area, which can accommodate more left-turning vehicles. The area of ​​the second transition zone (3) should preferably be larger than the first waiting zone (1) to simplify the management of the signal lights.

[0044] It can be seen from Figure 1 that after setting these three areas, the traffic flow at each neighboring intersection can turn left and right at the same time without conflict, and each intersection can also receive the traffic entering the left and right turns at the same time, so the traffic flow increases to 12. share. When the south junction is released, the 6 traffic flows at the other 3 junctions face each other. A total of 12+6=18 groups of traffic flow. This is the benefit, the effect of maximizing traffic flow.

[0045] In this example, in the first round [each round, three intersections], the six-way intersection is controlled by each intersection interval to release in turn, and then another intersection starts to be released in another round. The way of taking turns can be diversified, that is, at the same intersection, including the commute time, the time period is different, and the optimized interval should also change according to the specific situation.

[0046] Compared to the original traffic light system, green lights for 'left' turns and 'go straight' are now incorporated. At the same time, a second signal light system for coordinating and controlling the three zones (1), (3) and (4) is added. The second signal light system mainly includes: an upward signal light (10) is arranged at the exit of the first waiting area (1), and a guard signal light (11) is arranged at the entrance of the first area. At the exit of the third transition zone (4), three zone down signals (8) are arranged. The operation mode of the second signal light will be illustrated in the following embodiments.

[0047] For the operation of traffic flow in different directions, it will be explained at the intersection with few variables.

[0048] Embodiment 2, in conjunction with FIG. 2, introduces the basic features of the intersection of the present invention.

[0049] At an intersection, each intersection has three directions of traffic flow. Therefore, at each intersection of the intersection, there are 6 lane groups for directional entry and exit. Corresponding parts in the figure are marked with the same reference numerals as in FIG. 1 . Its traffic flow structure is greatly simplified compared to the six-way intersection. In the present invention, the second transition zone (3) is also the second waiting zone.

[0050] Take the north-south intersection [or the east-west intersection] as an example, because the traffic flow at the north-south intersection [or the east-west intersection] can turn right, go straight and turn left at the same time without conflict; in release state. A further evolution of the above design allows for the maximum number of traffic lanes to be obtained at level intersections.

[0051] In conjunction with Figure 3, the preliminary optimization of the intersection is described.

[0052]In order to improve the road utilization coefficient, so that more vehicles will enter the descending area of ​​the intersection, thereby increasing the flow, the intersection can be appropriately widened, the number of upward lanes can be increased, and the number of lanes in the second transition zone and the third transition zone can be increased. The number of lanes in the first waiting area (1), the second transition area (3), and the third transition area (4) may be one lane, or may be multiple lanes with different numbers.

[0053] Combined with Figure 4, combined with the signal lights, to illustrate the operation of traffic flow in different directions:

[0054] The clearance situation at each intersection at the intersection is similar in turn. In Figure 3, taking the south exit as an example (the same is true for the north exit), when the east [west] intersection is released [the upward direction corresponding to the south entrance is a red light], the downward signal light (8) of the south entrance is switched to a red light, and then the upward signal light for a left turn ( 10) Switch to the green light, and let the vehicles in the first waiting area (1) enter the second transition area (3). At the same time, the rear guard signal light (11) is switched to a red light to ensure that the vehicles in the second transition zone (3) will not overflow. For the traffic to turn left, this is a process of "reverse transit". Due to the distance and time difference, the down signal light (8) can be quickly switched to a green light [the time period is only a fraction of the red light period at the intersection] , so as to obtain the expected effect: the second transition zone (3) can be filled with vehicles, and when the green light for the south exit arrives, there will be a sufficient number of left-turning vehicles going up; (13) quickly pass through the cross rectification area (2);

[0055] For straight traffic, the third transition zone (4) is a clear aisle. For the left-turn traffic (13), this area (4) is a short waiting area [the red light setting time of the down signal light (8) of the third waiting area is less than one third of the red light cycle of an intersection . ];

[0056] In terms of probability, after the traffic that wants to turn left reaches the first waiting area (1) at the South Exit, it only needs to wait for at least 1 round of red lights, and at most 2.3 rounds of red lights to complete the entire left turn process;

[0057] For straight traffic, after reaching the intersection, at best, you only need to wait for a red light;

[0058] For right-turn traffic, all right-turn lanes are cleared except during the zebra crossing period when the corresponding road segment is cleared.

[0059] In addition, during the period corresponding to the time when the traffic flows from the first waiting area to the second transition area, other vehicles may be allowed to complete the U-turn on a section of the road before entering the first waiting area (1) [see marking the permitted U-turn area (12)] while It does not affect traffic, which is completely allowed by the time difference.

[0060] Embodiment 3, as shown in Fig. 3, in order to improve the average speed of vehicles in the descending area, the plane layout of the intersection can be changed locally asymmetrically: the first waiting area (1) and its right adjacent lane (15) ) are all shifted to the right, so that the traffic flow (16) going down from the exit of the third transition zone (4) can run straight.

[0061] About Zebra Crossing:

[0062] Referring to the intersection in Figure 4, a segmented zebra crossing (14) can be set at the intersection parallel to the straight traffic flow. The section of the zebra crossing (14) can be opened when the corresponding straight traffic is released. Pedestrians and non-motor vehicles stop at the boundary of the adjacent left-turning traffic (13) lanes. After the traffic flow (13) has passed, pedestrians and non-motor vehicles are allowed to complete the crossing; thus, the time for pedestrians to cross the street can be shortened, and the impact on motor vehicles can be greatly reduced. When there are fewer left-turning vehicles than straight-going vehicles, or when the second and third transition zones are expanded, the green light for left-turning can be closed earlier, thereby opening the second section of the segmented zebra crossing (14) earlier. This optimization makes the zebra crossing hardly affect the traffic of straight and left-turn vehicles. On the other hand, pedestrians originally had to wait at most three times for a red light to cross an intersection, but now they only need to wait one round at most, and the crossing time for this round has also been shortened.

[0063] In Fig. 2 and Fig. 3, such a zebra crossing (14) can also be provided. In order to simplify the picture, because the zebra crossings of the other three intersections are the same, they are 'hidden'.

[0064] For the time period when there are many pedestrians, the mode of releasing all zebra crossings at the entire intersection can be adopted, allowing pedestrians and non-motor vehicles to pass freely vertically, horizontally or crosswise.

[0065] For Example 2, there is little ground breaking in the reconstruction of the intersection; for Example 3, the reconstruction cost is also low. Looking at the signal system, the red light is reduced by half, and the time for traffic to wait for the red light can be reduced by more than half. Coupled with the maximum increase in the number of driving lanes, when the number of vehicles on the road is the same, the length of the vehicle stacking queue is naturally shortened. The probability of a vehicle waiting multiple times for release will drop significantly. Intersections can thus have the effect of approximately doubling or even more traffic, and the road network will undoubtedly benefit from this.