A middle bus slow integration road and intersection

Abstract

The application discloses a centrally-located bus and slow traffic integrated road and intersection, and specifically sets the bus lane and non-motor vehicle lane which are normally located on the two sides of the road in the center of the road, sets the bus station and non-motor vehicle parking point in the road center near the road section pedestrian crossing and intersection, and correspondingly adjusts the signs and lines, signal control phase and auxiliary facilities at the road section pedestrian crossing and intersection. Accordingly, the application also proposes the intersection of double centrally-located bus and slow traffic integrated road and the intersection of centrally-located bus and slow traffic integrated road and conventional road. The application effectively improves the traffic efficiency of the bus lane and non-motor vehicle lane on the basis of ensuring the traffic safety, facilitates the interchange of the three traffic modes of pedestrians, non-motor vehicles and buses, highlights the characteristics of bus priority and slow traffic priority, and is more humanized in design.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of road traffic construction, and particularly relates to a centrally-located bus and slow traffic integrated road and intersection. BACKGROUND

[0002] In the past road construction process of many cities, the space of non-motor vehicle lanes and sidewalks is often compressed to add motor vehicle lanes, or the space of non-motor vehicle lanes and sidewalks is occupied to set motor vehicle parking spaces, from the perspective of ensuring motor vehicle traffic. This seriously damages the traffic environment of slow traffic in the city, and causes slow traffic, which accounts for more than half of the city traffic structure, to have difficulty in traffic. In addition, road space resources are often tilted to individual traffic, and the setting rate of bus lanes is low. Even if an outside bus lane is set on some roads, the traffic efficiency of the bus lane is not high due to frequent interference from vehicles entering and exiting the land on both sides.

[0003] With the continuous proposal of the concepts of "people-oriented" and "bus priority" in urban traffic development, people have realized that urban road space is a valuable and scarce resource, and cannot meet the rapidly growing demand for individual motorized travel without limit. Only by developing public transportation and green transportation can the increasingly serious urban traffic problem be fundamentally solved. Therefore, there is an urgent need for a road design method that fully protects the right to travel of public transportation and slow traffic, and puts the concepts of "people-oriented" and "bus priority" into practice. SUMMARY

[0004] To solve the problem that the bus lane and non-motor vehicle lane set on the outside of the road are easily interfered by traffic, resulting in low traffic capacity, the present application proposes a centrally-located bus and slow traffic integrated road and intersection.

[0005] To achieve the above-mentioned purpose, the present application adopts the following technical solutions:

[0006] A centrally-located bus and slow traffic integrated road, characterized in that a non-motor vehicle lane is centrally set on a road, a motor vehicle lane is set on both sides of the non-motor vehicle lane, a pedestrian crossing is further set on the road, and a road section parking line is set on one side of an approach to the pedestrian crossing; in the motor vehicle lane, the innermost lane close to the non-motor vehicle lane is a bus lane, and the remaining outer lanes are social lanes; and a bus stop is set on one side of the approach to the pedestrian crossing.

[0007] The pedestrian crossing is controlled by a signal lamp, and a motor vehicle signal lamp, a non-motor vehicle signal lamp, and a pedestrian signal lamp are set, and the following two-phase signal control mode is adopted: first phase: east-west motor vehicle straight travel, east-west non-motor vehicle straight travel; second phase: south-north pedestrian crossing.

[0008] To optimize the above technical solutions, the specific measures taken also include:

[0009] Further, the non-motor vehicle road surface is higher than the motor vehicle road surface, and is separated by a partition.

[0010] Further, the non-motor vehicle lane is provided with a non-motor vehicle parking point on the side of the approach road adjacent to the pedestrian crossing.

[0011] Further, the area of the pedestrian crossing between the two opposite bus stations is provided with a sunshade.

[0012] Further, the signal light control mode adopts a fixed cycle mode for switching between the first phase and the second phase.

[0013] Further, the pedestrian crossing is provided with a crossing request button, and the bus station is provided with a sensing device for sensing the arrival of a bus;

[0014] The signal light adopts the first phase in the normal state, with the motor vehicle signal light and the non-motor vehicle signal light displaying green and the pedestrian signal light displaying red; when the pedestrian presses the crossing request button or the sensing device senses that a bus is about to arrive, the signal light switches from the first phase to the second phase after a buffer time T1;

[0015] In the second phase, the motor vehicle signal light and the non-motor vehicle signal light display red, and the pedestrian signal light displays green for a time T2, T2≥max{T p , T b}, where T p represents the minimum time required for a pedestrian to cross the entire road, and T b represents the minimum time required for a passenger to cross half of the road after getting off the bus;

[0016] After the time T2, if there is no pedestrian crossing and no bus arriving, the signal light switches back to the first phase; the first phase is preset to have a green time T m , T m >T min , where T min represents the minimum motor vehicle passing time;

[0017] Before the T2 duration ends, if any of the following triggering conditions is met, the triggering conditions include that there is still a pedestrian pressing the cross request button and the inductive device senses that the bus vehicle is about to enter the station, the green light time of the second phase pedestrian signal lamp is increased by a T2 duration, and the triggering condition is continuously judged within the newly added T2 duration, if the triggering condition is met, another T2 duration is added, until the triggering condition is not met within the newly added T2 duration or the total current increased green light time exceeds the preset maximum green light time T max Then, the first phase is switched back after the current increased green light duration ends.

[0018] The application also provides a crossing of a double middle-set bus slow-moving integrated road, the middle-set bus slow-moving integrated road adopts the middle-set bus slow-moving integrated road as described above, the middle-set bus slow-moving integrated road is widened to the outside in the crossing range, the entrance road is widened from the road section one-way m motor vehicle lanes to n motor vehicle lanes at the widened place, n>m≥3, the bus lane on one side of the entrance road is interrupted at the bus station position, and then extended to the entrance road of the crossing stop line to be set as a variable lane;

[0019] The crossing adopts signal lamp control, sets motor vehicle signal lamps, non-motor vehicle signal lamps and pedestrian signal lamps, and performs the following four-phase signal control mode:

[0020] The first phase: east-west motor vehicle straight, east-west non-motor vehicle straight;

[0021] The second phase: east-west motor vehicle left turn, all-direction motor vehicle right turn, east-west non-motor vehicle left turn, and south-north non-motor vehicle right turn;

[0022] The third phase: south-north motor vehicle straight, south-north non-motor vehicle straight;

[0023] The fourth phase: south-north motor vehicle left turn, all-direction motor vehicle right turn, south-north non-motor vehicle left turn, and east-west non-motor vehicle right turn.

[0024] Further, the entrance road is widened from the road section one-way 3 motor vehicle lanes to 4 motor vehicle lanes at the widened place, the bus station is arranged at 60-80 meters upstream of the crossing stop line on one side of the entrance road, and the 3 social lanes outside the variable lane are respectively set as a left turn lane, a straight lane and a right turn lane.

[0025] The application also provides an intersection of a centrally-located bus and slow traffic integrated road and a conventional road, wherein the centrally-located bus and slow traffic integrated road is the centrally-located bus and slow traffic integrated road as described above, the centrally-located bus and slow traffic integrated road is arranged in the east-west direction, the centrally-located bus and slow traffic integrated road is widened to the outside in the intersection range, the entrance road is widened from m one-way motor vehicle lanes to n motor vehicle lanes at the widened part, n>m>=3, the bus lane on one side of the entrance road is extended to the intersection stop line and is arranged as a bus straight lane; the conventional road is arranged in the south-north direction, the motor vehicle lane of the conventional road is arranged in the road center, and the non-motor vehicle lane is arranged on both sides of the motor vehicle lane.

[0026] The intersection is controlled by a signal lamp, and motor vehicle signal lamps, non-motor vehicle signal lamps and pedestrian signal lamps are arranged and the following four-phase signal control mode is adopted:

[0027] The first phase is east-west motor vehicle straight, east-west non-motor vehicle straight;

[0028] The second phase is east-west motor vehicle left turn, east-west motor vehicle right turn, south-north non-motor vehicle right turn;

[0029] The third phase is south-north motor vehicle straight, south-north non-motor vehicle straight, south-north non-motor vehicle right turn, east-west non-motor vehicle right turn;

[0030] The fourth phase is south-north motor vehicle left turn, south-north motor vehicle right turn, east-west non-motor vehicle right turn;

[0031] In the four-phase signal control mode, the non-motor vehicle in all directions is prohibited from directly left turning, and the non-motor vehicle is guided to turn left by twice straight turning through the arrangement of traffic signs.

[0032] Further, the entrance road is widened from three one-way motor vehicle lanes to four motor vehicle lanes at the widened part, the bus station is arranged at 20-30 m upstream of the intersection stop line on one side of the entrance road, and the three social lanes on the outside of the bus straight lane are arranged as left turn lanes, straight lanes and right turn lanes.

[0033] The application has the following beneficial effects: the application arranges the bus lane and the non-motor vehicle lane, which are conventionally arranged on the outside of the road, in the road center and designs a two-phase signal control mode for signal lamp control, thereby improving the traffic efficiency of the motor vehicle and effectively reducing the interference of the road side opening and closing vehicles on the bus lane and the non-motor vehicle lane, and significantly improving the traffic capacity of the bus lane and the non-motor vehicle lane. Meanwhile, the application arranges the bus station and the non-motor vehicle parking point on the central non-motor vehicle lane combining the road section pedestrian crossing and the intersection entrance road, thereby facilitating the interchange between the three traffic modes of pedestrians, non-motor vehicles and buses and effectively improving the urban green traffic travel conditions. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 Fig. 1 is a schematic diagram of a cross section of a design example of a middle-located bus slow traffic integrated road at a general road section according to the present application;

[0035] Figure 2 Fig. 2 is a schematic diagram of a cross section of a design example of a middle-located bus slow traffic integrated road at a bus stop according to the present application;

[0036] Figure 3 Fig. 3 is a schematic diagram of a design example of a middle-located bus slow traffic integrated road at a pedestrian crossing according to the present application;

[0037] Figure 4 Fig. 4 is a schematic diagram of a signal control logic of a middle-located bus slow traffic integrated road at a pedestrian crossing according to the present application;

[0038] Figure 5 Fig. 5 is a schematic diagram of a design example of a double middle-located bus slow traffic integrated road intersection according to the present application;

[0039] Figure 6 Fig. 6 is a schematic diagram of a signal phase of a design example of a double middle-located bus slow traffic integrated road intersection according to the present application;

[0040] Figure 7 Fig. 7 is a schematic diagram of a design example of a middle-located bus slow traffic integrated road and a conventional road intersection according to the present application;

[0041] Figure 8 Fig. 8 is a schematic diagram of a signal phase of a design example of a middle-located bus slow traffic integrated road and a conventional road intersection according to the present application;

[0042] Figure 9 Fig. 9 is a schematic diagram of a left-turn non-motor vehicle passing path of a design example of a middle-located bus slow traffic integrated road and a conventional road intersection according to the present application.

[0043] The reference signs are as follows: 1, non-motor vehicle lane; 2, motor vehicle lane; 2-1, bus lane; 2-2, social lane; 2-3, variable lane; 2-4, bus straight lane; 3, adjacent pedestrian crossing; 4, road section parking line; 5, bus stop; 6, non-motor vehicle parking point; 7, sunshade; 8, intersection parking line. DETAILED DESCRIPTION

[0044] The present application will now be further described in detail with reference to the accompanying drawings.

[0045] Example 1

[0046] This example proposes a middle-located bus slow traffic integrated road, as shown in Fig. 1. Figure 1As shown, the central part of the road is designed as a non-motor vehicle lane 1, and the two sides are provided with motor vehicle lanes 2, three of which are arranged in one direction, the innermost lane is provided as a bus lane 2-1, and the outer two are provided as social lanes 2-2. The non-motor vehicle lane 1 is higher than the motor vehicle lane 2, and is separated by a partition. The non-motor vehicle lane 1 is paved in color, and the uplink and downlink are separated by traffic markings. At the same time, in order to meet the needs of passengers getting on and off the bus at the bus stop on the regular road section and the designed road section, the regular right-side opening door bus needs to be adjusted to a bus capable of opening doors on both sides.

[0047] At the road section pedestrian crossing 3, reference is made to Figure 2 , Figure 3 , the bus stop 5 and the non-motor vehicle parking point 6 are arranged on the non-motor vehicle lane 1 near the road section parking line 4 on the side of the entrance, which is convenient for the interchange of pedestrians, non-motor vehicles and buses. The awning 7 is arranged in the pedestrian crossing area between the opposite bus stops 5, which provides shade and rain protection for pedestrians. The innermost motor vehicle lane 2 is kept as a bus lane 2-1, and the outer two are kept as social lanes 2-2.

[0048] The road section pedestrian crossing 3 is controlled by a signal lamp, which is provided with a motor vehicle signal lamp, a non-motor vehicle signal lamp and a pedestrian signal lamp, and is provided with a two-phase signal control mode.

[0049] First phase: east-west motor vehicle straight, east-west non-motor vehicle straight;

[0050] Second phase: north-south pedestrian crossing.

[0051] The signal phase can be switched in a fixed cycle mode, or a touch-type pedestrian signal lamp can be used to realize signal phase induction switching with the motor vehicle signal lamp and the non-motor vehicle signal lamp. The signal timing scheme is shown in Figure 4 .

[0052] Specifically, in the general state, the first phase is adopted, the motor vehicle signal lamp and the non-motor vehicle signal lamp display green light, and the pedestrian signal lamp displays red light. When the pedestrian presses the pedestrian crossing request button or the bus stop senses that the bus will enter the station, it is switched to the second phase after a certain buffer time T1. The length of T1 should be determined comprehensively according to the surrounding scene and the traffic period.

[0053] In the second phase, the motor vehicle signal lamp and the non-motor vehicle signal lamp display red light, and the pedestrian signal lamp displays green light. The preset green light duration is T2, which should be greater than the minimum time T p required by pedestrians to cross the entire road and the minimum time T b required by bus passengers to cross half of the road after getting off the bus, i.e. T2≥max{ T p , T b}. During this phase, pedestrians can cross the street through the pedestrian crossing 3, or get on / off the bus at the bus stop 5 in the non-motor vehicle lane 1, or transfer non-motor vehicles at the non-motor vehicle parking point 6 in the non-motor vehicle lane 1.

[0054] After T2, if there is no pedestrian crossing or bus entering the station, the first phase is switched back. m , T m >T min , where T min represents the minimum motor vehicle passing time, T min is determined according to the motor vehicle flow to ensure the minimum motor vehicle passing time and avoid causing road traffic congestion.

[0055] Before the end of T2, if there are still pedestrians pressing the pedestrian signal crossing request button or the bus station sensing that the bus will enter the station, the green light time of the second phase is increased by T2, and the newly added T2 is continuously judged whether there are still pedestrians pressing the pedestrian signal crossing request button or the bus station sensing that the bus will enter the station, if so, another T2 is added, until the newly added T2 does not meet the above trigger condition or the current increased green light total time exceeds the preset maximum green light time T max , whether there are pedestrians pressing the pedestrian signal crossing request button or the bus station sensing that the bus will enter the station, the current increased green light time ends and switches back to the first phase.

[0056] Embodiment two

[0057] The embodiment proposes a design method of a centrally-placed bus slow-moving integrated road as shown in Figures 1 to 3 , which specifically comprises:

[0058] S1: According to the urban space form, bus and slow-moving traffic travel characteristics, select a suitable road for centrally-placed bus slow-moving integrated design.

[0059] S2: Road design of pilot section: set the central part of the designed road as a non-motor vehicle lane 1, and set the two sides as motor vehicle lanes 2, set 3 motor vehicle lanes 2 in one direction, set the innermost lane as a bus lane 2-1, and set the outer two as social lanes 2-2.

[0060] Specifically, the non-motor vehicle lane 1 is higher than the motor vehicle lane 2, and is separated by a partition. The non-motor vehicle lane 1 uses color paving, and the uplink and downlink are separated by traffic markings. At the same time, in order to meet the needs of passengers getting on and off the bus at the bus stop in the conventional section and the designed section, the conventional right-side door-opening bus needs to be adjusted to a bus that can open doors on both sides.

[0061] The three pedestrian crosswalks 3 are provided with bus stations 5 and non-motor vehicle parking points 6 on the non-motor vehicle lanes 1 near the road entrance on one side of the road and near the road parking lines 4, so as to facilitate the interchange of pedestrians, non-motor vehicles and buses. Sunshades 7 are provided on the pedestrian crosswalks between the opposite bus stations 5 to provide sunshades and rain protection for pedestrians.

[0062] S3: Signal control design: The three pedestrian crosswalks 3 are controlled by signal lights, and motor vehicle signal lights, non-motor vehicle signal lights and pedestrian signal lights are provided and two-phase signal control mode is adopted.

[0063] First phase: east-west motor vehicle straight running and east-west non-motor vehicle straight running.

[0064] Second phase: south-north pedestrian crossing.

[0065] The signal phases can be switched in a fixed cycle mode, or a touch-type pedestrian signal light can be adopted to realize signal phase induction switching with the motor vehicle signal light and the non-motor vehicle signal light. The signal timing scheme is shown in Figure 4 .

[0066] Specifically, in the general state, the first phase is adopted, the motor vehicle signal light and the non-motor vehicle signal light display green light, and the pedestrian signal light displays red light. When the pedestrian presses the pedestrian crossing request button of the pedestrian signal light or the bus station senses that the bus vehicle will enter the station, the second phase is switched after a certain buffer time T1. The length of T1 should be determined comprehensively according to the surrounding scene and the traffic period.

[0067] In the second phase, the motor vehicle signal light and the non-motor vehicle signal light display red light, and the pedestrian signal light displays green light. The preset green light duration T2 should be greater than the minimum time T p required by the pedestrian to cross the whole road and the minimum time T b required by the bus passengers to cross half of the road after getting off the bus, i.e. T2≥max{ T p , T b}. During this phase, the pedestrian can cross the pedestrian crosswalk 3, get on or off the bus at the bus station 5 on the non-motor vehicle lane 1, or interchange the non-motor vehicle at the non-motor vehicle parking point 6 on the non-motor vehicle lane 1.

[0068] After the duration T2, if there is no pedestrian crossing or bus entering the station, the first phase is switched back. The preset green light duration T m of the first phase is T m , T min > T min , wherein T minAccording to the motor vehicle flow determination, the minimum motor vehicle passing time is ensured, and road traffic congestion is avoided.

[0069] If there are still pedestrians pressing the pedestrian signal light crossing request button or the bus station sensing that the bus vehicle will enter the station before the T2 duration ends, the green light time of the second phase is increased by a T2 duration, and the judgment of whether there are still pedestrians pressing the pedestrian signal light crossing request button or the bus station sensing that the bus vehicle will enter the station is continued in the newly added T2 duration. If there are, another T2 duration is added, until the newly added T2 duration does not meet the above triggering conditions or the total current added green light duration exceeds the preset maximum green light time T max , whether there are pedestrians pressing the pedestrian signal light crossing request button or the bus station sensing that the bus vehicle will enter the station, the current added green light duration ends and switches back to the first phase.

[0070] Embodiment three

[0071] This embodiment proposes a middle-placed public bus slow-moving integrated road and an intersection of the middle-placed public bus slow-moving integrated road, wherein the middle-placed public bus slow-moving integrated road adopts the middle-placed public bus slow-moving integrated road designed in embodiment one. Referring to Figure 5 , the road entrance is designed to be widened from 2 one-way motor vehicle lanes 2 to 4 motor vehicle lanes 2. The bus station 5 and the non-motor vehicle parking point 6 are arranged on the non-motor vehicle lane 1 about 60-80 meters upstream of the parking line on the entrance side. The bus lane 2-1 on the entrance side is interrupted at the bus station 5 and extended to the entrance of the intersection parking line 8 to be set as a variable lane 2-3. The three social vehicle entrance lanes outside the variable lane 2-3 are set as left-turn lanes, straight lanes and right-turn lanes respectively. The bus vehicles with different directions from the variable lane 2-3 can change lanes to the social lane 2-2 after stopping at the bus station 5. The lanes on the exit side are set to be consistent with the road section, and the inner side is provided with one bus lane 2-1 and the outer side is provided with two social lanes 2-2.

[0072] Referring to Figure 6 , such an intersection is controlled by a signal light, which is provided with a motor vehicle signal light, a non-motor vehicle signal light and a pedestrian signal light, and adopts a four-phase signal control mode.

[0073] The first phase: east-west motor vehicle straight, east-west non-motor vehicle straight;

[0074] The second phase: east-west motor vehicle left turn, all-direction motor vehicle right turn, east-west non-motor vehicle left turn, south-north non-motor vehicle right turn;

[0075] The third phase: south-north motor vehicle straight, south-north non-motor vehicle straight;

[0076] Fourth phase: south-north motor vehicle left turn, all-direction motor vehicle right turn, south-north non-motor vehicle left turn, east-west non-motor vehicle right turn.

[0077] Embodiment four

[0078] This embodiment proposes an intersection of a centrally-placed public bus and slow traffic integrated road and a conventional road, wherein the centrally-placed public bus and slow traffic integrated road is east-west oriented, and adopts the centrally-placed public bus and slow traffic integrated road designed in embodiment one; the conventional road is south-north oriented, and the motor vehicle lane of the conventional road is arranged in the road center, and the non-motor vehicle lane is arranged on both sides of the motor vehicle lane. The above east-west and south-north directional arrangement is only for the display of the drawings, and can also be arranged in the opposite direction, etc., and the specific direction can be arbitrarily arranged according to the actual situation.

[0079] Reference Figure 7 The design road entrance is extended from the road section one-way 3-lane motor vehicle lane 2 to 4-lane motor vehicle lane 2. The bus station 5 and non-motor vehicle parking point 6 are arranged on the non-motor vehicle lane 1 about 20~30 meters upstream of the intersection parking line 8 on one side of the entrance. The bus lane 2-1 on one side of the entrance is extended to the intersection parking line 8, and is arranged as a bus straight lane 2-4. The three social vehicle entrance lanes on the outside of the bus straight lane 2-4 are arranged as left turn lane, straight lane and right turn lane respectively. The lane on one side of the exit is arranged in accordance with the road section, and the inner side 1-lane bus lane 2-1 and the outer side 2-lane social lane 2-2.

[0080] Reference Figure 8 This type of intersection adopts signal light control, and sets motor vehicle signal light, non-motor vehicle signal light and pedestrian signal light, and adopts four-phase signal control mode.

[0081] First phase: east-west motor vehicle straight, east-west non-motor vehicle straight;

[0082] Second phase: east-west motor vehicle left turn, east-west motor vehicle right turn, south-north non-motor vehicle right turn;

[0083] Third phase: south-north motor vehicle straight, south-north non-motor vehicle straight, south-north non-motor vehicle right turn, east-west non-motor vehicle right turn;

[0084] Fourth phase: south-north motor vehicle left turn, south-north motor vehicle right turn, east-west non-motor vehicle right turn.

[0085] In this signal control mode, the non-motor vehicle of all directions is prohibited from directly left turning, and the non-motor vehicle is guided to realize left turning by twice straight turning through the setting of traffic signs. Reference Figure 9East to south left turn non-motor vehicle needs to straighten to the west side central non-motor vehicle lane in the first phase, and then straighten to the south side non-motor vehicle lane in the third phase to realize left turn. West to north left turn non-motor vehicle needs to straighten to the central non-motor vehicle lane in the third phase, and then straighten to the west side central non-motor vehicle lane in the first phase of the next cycle to realize left turn. North to east left turn non-motor vehicle needs to straighten to the central non-motor vehicle lane in the third phase, and then straighten to the west side central non-motor vehicle lane in the first phase of the next cycle to realize left turn.

[0086] It should be noted that the terms such as "east", "south", "west", "north", "front", "back" and the like cited in the invention are only for the convenience of clear description, and are not used to limit the scope of the implementation of the invention. The change or adjustment of the relative relationship is also considered as the scope of the implementation of the invention without substantial change of the technical content.

[0087] The above is only the preferred embodiment of the present application, and the protection scope of the present application is not limited to the above-mentioned embodiments. Any technical solution falling within the concept of the present application is within the protection scope of the present application. It should be noted that, for ordinary skilled persons in the art, some improvements and refinements without departing from the principles of the present application are considered as the protection scope of the present application.

Claims

1. A mid-mounted integrated public transport and slow-traffic road, characterized in that, The non-motorized vehicle lane (1) is centrally located in the middle of the road, and the motorized vehicle lane (2) is located on both sides of the non-motorized vehicle lane (1). There are also pedestrian crossings (3) on the road. There are roadside parking lines (4) on the side of the entrance lane adjacent to the pedestrian crossing (3). In the motorized vehicle lane (2), the innermost lane closest to the non-motorized vehicle lane (1) is a bus lane (2-1), and the other outer lanes are public lanes (2-2). There is a bus stop (5) on the side of the entrance lane adjacent to the pedestrian crossing (3) of the non-motorized vehicle lane (1). There is also a non-motorized vehicle parking spot (6) on the side of the entrance lane adjacent to the pedestrian crossing (3) of the non-motorized vehicle lane (1). The pedestrian crossing (3) is controlled by traffic lights, which are equipped with motor vehicle traffic lights, non-motor vehicle traffic lights and pedestrian traffic lights, and the following two-phase signal control mode is implemented: First phase: East-west motor vehicles go straight, east-west non-motor vehicles go straight; Second phase: North-south pedestrians cross the street. The pedestrian crossing (3) is equipped with a pedestrian crossing request button, and the bus stop (5) is equipped with a sensing device for sensing the arrival of buses. Under normal conditions, the traffic lights use the first phase, with green lights for motor vehicles and non-motor vehicles, and red lights for pedestrians. When a pedestrian presses the pedestrian crossing request button or the sensing device detects that a bus is about to enter the station, the traffic lights switch from the first phase to the second phase after a buffer time T1. In the second phase, the traffic lights for motor vehicles and non-motor vehicles are red, and the pedestrian traffic lights are green for a duration of T2, where T2 ≥ max{T p ,T b }, where T p T represents the minimum time required for a pedestrian to cross the entire road. b This indicates the minimum time required for a bus passenger to cross half of the road after disembarking. After T2 duration, if no pedestrians cross the street or buses enter the station, the traffic lights switch back to the first phase; the preset green light duration for the first phase is T. m T m >T min T min Indicates the minimum permitted travel time for motor vehicles; Before the end of time T2, if any of the following triggering conditions are met, including pedestrians still pressing the crosswalk request button and the sensing device detecting that a bus is about to enter the station, the green light time of the pedestrian signal light in the second phase will be increased by one time T2. Within the newly added time T2, the system will continue to check whether the triggering conditions are met. If the triggering conditions are met, another time T2 will be added, until the triggering conditions are not met within a newly added time T2 or the total added green light time exceeds the preset maximum green light time T. max If the current extended green light duration ends, the system will switch back to the first phase.

2. The mid-mounted integrated bus and pedestrian road as described in claim 1, characterized in that: The non-motorized vehicle lane (1) is higher than the motorized vehicle lane (2) and is separated by guardrails; the non-motorized vehicle lane (1) is paved with colored paving and is separated from the other lane by traffic markings.

3. The mid-mounted integrated bus and pedestrian road as described in claim 1, characterized in that: A sunshade (7) is provided in the pedestrian crossing (3) area between two opposite bus stops (5).

4. The mid-mounted integrated bus and pedestrian road as described in claim 1, characterized in that: The traffic light control mode uses a fixed-cycle mode to switch between the first phase and the second phase.

5. An intersection of a double-center-mounted integrated bus and slow-traffic road, wherein the integrated bus and slow-traffic road adopts the integrated bus and slow-traffic road as described in any one of claims 1-4, wherein the integrated bus and slow-traffic road is widened outward within the intersection area, and the approach lane is widened from m lanes (2) in one direction to n lanes (2) at the widened point, where n>m≥3, the bus lane (2-1) on one side of the approach lane is interrupted at the bus stop (5), and the approach lane extending to the intersection stop line (8) is set as a variable lane (2-3); The intersection is controlled by traffic lights, which include traffic lights for motor vehicles, non-motor vehicles, and pedestrians, and operates under the following four-phase signal control mode: Phase 1: East-west motor vehicles proceed straight ahead, and east-west non-motor vehicles proceed straight ahead; Second phase: East-west motor vehicles turn left, all-way motor vehicles turn right, east-west non-motorized vehicles turn left, and north-south non-motorized vehicles turn right; Third phase: North-south motor vehicles go straight, and north-south non-motor vehicles go straight; Fourth phase: North-south oriented motor vehicles turn left, all-directional motor vehicles turn right, north-south oriented non-motorized vehicles turn left, and east-west oriented non-motorized vehicles turn right.

6. The intersection of a double-center-mounted integrated bus and pedestrian road as described in claim 5, characterized in that: The entrance lane is widened from three lanes (2) to four lanes (2) in one direction at the widening point. The bus stop (5) is located 60 to 80 meters upstream of the parking line (8) at the intersection on one side of the entrance lane. The three social lanes (2-2) outside the variable lane (2-3) are respectively set as left-turn lane, straight lane and right-turn lane.

7. An intersection of a centrally located integrated bus and slow-traffic road and a conventional road, wherein the centrally located integrated bus and slow-traffic road adopts the centrally located integrated bus and slow-traffic road as described in any one of claims 1-4, the centrally located integrated bus and slow-traffic road is arranged in an east-west direction, the centrally located integrated bus and slow-traffic road widens outward within the intersection area, the entrance lane is widened from m one-way motor vehicle lanes (2) to n motor vehicle lanes (2) at the widening point, n>m≥3, the bus-only lane (2-1) on one side of the entrance lane extends to the intersection stop line (8) and is set as a dedicated bus straight-through lane (2-4); the conventional road is arranged in a north-south direction, the motor vehicle lanes of the conventional road are set in the center of the road, and the non-motor vehicle lanes are set on both sides of the motor vehicle lanes; The intersection is controlled by traffic lights, which include traffic lights for motor vehicles, non-motor vehicles, and pedestrians, and operates under the following four-phase signal control mode: Phase 1: East-west motor vehicles proceed straight ahead, and east-west non-motor vehicles proceed straight ahead; Second phase: East-west motor vehicles turn left, east-west motor vehicles turn right, and north-south non-motor vehicles turn right; Third phase: North-south motor vehicles go straight, north-south non-motor vehicles go straight, north-south non-motor vehicles turn right, and east-west non-motor vehicles turn right; Fourth phase: North-south motor vehicles turn left, north-south motor vehicles turn right, east-west non-motor vehicles turn right; Under the four-phase signal control mode, non-motorized vehicles in all directions are prohibited from making direct left turns. Instead, traffic signs guide non-motorized vehicles to make left turns by going straight twice.

8. The intersection of a centrally located integrated bus and pedestrian road and a conventional road as described in claim 7, characterized in that: The entrance lane is widened from three one-way motor vehicle lanes (2) to four motor vehicle lanes (2) at the widening point. The bus stop (5) is located 20 to 30 meters upstream of the parking line (8) at the intersection on one side of the entrance lane. The three social lanes (2-2) outside the dedicated bus lane are respectively set as left-turn lane, straight lane and right-turn lane.

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