Road traffic system and method

Abstract

The invention discloses a road traffic system and method.The road traffic system comprises a two-way main line and two-way branch lines, a crossroad is arranged at the intersection of the two-way main line and the two-way branch lines, the two-way main line comprises a forward main road and a reverse main road, and the forward main road and the reverse main road are each provided with a first main lane, a second main lane and a third main lane; a main queuing stop line is arranged on the first main lane, a main signal lamp is arranged above the main queuing stop line, and a main waiting area is arranged between the main queuing stop line and the crossroad; and a first U-turn main road and a second U-turn main road are arranged between the first main lane of the forward main road and the first main lane of the reverse main road. According to the invention, direct left turning of the vehicles at the crossroad is canceled, the vehicles turn right and then turn around to realize the indirect left turning function of the vehicles, and meanwhile, the main queuing stop line and the main waiting area are utilized to effectively control the vehicle flow at the crossroad, so that a smooth, ordered, rapid and efficient passing situation is presented.

Description

Technical Field

[0001] The present invention belongs to the technical field of road traffic, and in particular relates to a road traffic system and method. Background Art

[0002] Globally, the traditional mode of parallel operation of people and vehicles on roads is mainly adapted to the era of relatively underdeveloped transportation. However, in today's highly developed urban transportation, its limitations are becoming increasingly prominent and have become a major obstacle to the healthy and smooth development of transportation. After years of in-depth observation, personal experience and scientific analysis, the inventor has found a phenomenon that cannot be ignored: even if the road width is sufficient, the functions are complete, the construction is advanced, and the traffic management department spares no effort to strengthen management and guidance, the congestion of urban roads is still difficult to solve.

[0003] At its core, the crux of the problem lies in: too many road restrictions leading to insufficient flexibility, imbalanced and wasteful resource allocation, and lack of personalized and targeted management methods. In particular, the complex intersection design leads to frequent conflicts between left-turning vehicles and straight-moving vehicles. The dispatching and management methods of left-turning vehicles have become a key factor in aggravating congestion. How to improve the efficiency of traffic at traffic light intersections has become an urgent problem that needs to be solved in road traffic.

[0004] At present, the traffic patterns of people and vehicles at urban intersections can be divided into three categories:

[0005] The first traffic organization mode is to deal with left-turning vehicles traveling in opposite directions, and adopts a queue waiting and simultaneous release method when the green light is on. Left-turning vehicles enjoy the right of way for about 1 / 3 of the green light time, while straight-going (including right-turning) vehicles need to stop and wait. Although there are special signs for left-turn lanes, they occupy valuable road resources regardless of the actual traffic volume, and the landmarks strictly restrict other vehicles from entering, otherwise it will be considered a violation. This is similar to the situation where bus lanes are idle during certain periods, causing resource waste. According to long-term observation data analysis, the proportion of left-turning vehicles is low (15%-25%), but they consume more than 50% of the resources at the intersection (including 1 / 3 of the lanes, 1 / 3 of the green light time, and the reduced traffic volume of the straight lanes due to waiting), while more than 75% of straight-going (including right-turning) vehicles are only allocated less than 50% of the remaining resources. Therefore, the traffic efficiency of the intersection directly determines the overall smoothness of the road. The key to the smoothness of the intersection lies in the effective use of lane resources, green light time, and the reasonable regulation of vehicle speed. Comparative analysis shows that there is a huge waste of resources in the current allocation of intersections, and the green light time is inefficiently used. Although vehicle speed has a certain impact, it is not the main factor. The way to improve it is to optimize the intersection design, improve the efficiency of left-turn vehicle dispatching, reduce unnecessary resource occupation, and achieve efficient and orderly operation of traffic flow.

[0006] The second traffic organization mode takes the layout of two-way ten lanes as an example, in which the left-turn lanes occupy two seats, and the straight and right-turn lanes share three lanes, realizing full release in both directions at the same time, aiming to smoothly pass through the intersection through self-adjustment of people and vehicles. This mode performs well during periods of less traffic, but once the traffic volume at the intersection increases slightly, it is easy to cause the phenomenon of grabbing the lane. Left-turning vehicles compete with oncoming straight-moving vehicles for the lane, and after passing, they need to grab the lane with pedestrians and non-motor vehicles, causing the intersection to fall into chaos and all parties have difficulty passing smoothly. What is particularly significant is that straight-moving vehicles, as the mainstream of traffic (accounting for more than 70%), not only fail to gain an advantage in lane resources, but are often disrupted by left-turning vehicles, greatly reducing the overall traffic efficiency. In a unit of time, the vehicles at the intersection are seriously queued up, and the subsequent traffic is superimposed, which is very likely to induce congestion, and the road is at risk of paralysis at any time. From the three dimensions of lane resources, signal control (countdown) and speed change, it can be seen that the speed variable tends to deteriorate, lane resources are seriously wasted, and the overall efficiency is particularly low.

[0007] The third traffic organization mode adopts a strategy of releasing traffic in turns in four directions without interfering with each other at the intersection, and allocates independent green light time according to the traffic flow in each direction (that is, when one direction passes, the other three directions wait). However, although this mode ensures traffic order, it sacrifices traffic efficiency. Data shows that the comprehensive estimate of the traffic volume of a two-way single lane within a unit green light time is less than 0.2 vehicles / second. In short, although this mode ensures smooth traffic, the time utilization rate is extremely low, the lane resource consumption is amazing, and the actual effect is not good, especially in congestion. A large number of vehicles are stranded in the remaining time of the green light and cannot pass in time, exacerbating the problem of road congestion. Considering the three elements of lane resources, signal control and speed change, although this mode has been optimized in terms of speed variables, the waste of lane resources and signal control resources is equally serious.

[0008] If the problem of vehicles turning left is regarded as the root cause of traffic congestion, then the chaotic situation at the intersection is the problem caused by this root cause. Specifically, the design of the left-turn and right-turn landmarks is rigid, which is no different from the bus lanes. It is monotonous and inefficient, and occupies road space for no reason, resulting in a huge waste of intersection resources and no effective solution strategy so far. If the bus station is close to the intersection, it not only occupies precious road resources, but also further disrupts the traffic order at the intersection. In addition, the lack of consideration for the characteristics of pedestrians and non-motor vehicles, and the failure to implement effective compression countdown and centralized release management have further aggravated the trend of traffic congestion. These problems are intertwined, making the congestion of urban roads increasingly severe, highlighting that the traditional road traffic mode is no longer suitable for the needs of modern high-density pedestrian and vehicle traffic, and its inherent defects are becoming increasingly prominent. Any fine-tuning or change, if it fails to touch the root, will be difficult to get rid of the dilemma of treating the symptoms but not the root cause. Only by completely abandoning the old model and building and implementing a new traffic order system can the problem of road congestion be fundamentally solved.

[0009] In addition, the scientific configuration of intersection lights needs to be improved: the current problem is that the green light time for pedestrians is too long, while the buffer time before the green light for vehicles is too short, which often causes the vehicles that have already started to stop urgently to give way to pedestrians. Each time the green light is given means the reduction of the effective green light time, which in turn reduces the overall traffic efficiency. Usually, when a left-turning vehicle gives way to pedestrians, the waiting time for a single stop can be as long as 12 to 22 seconds, while the total time of the left-turn green light is often only 20 seconds. This serious occupation of precious green light time has undoubtedly aggravated the pulsating congestion phenomenon at the intersection. At the same time, studies have shown that when pedestrians cross the intersection, they often queue up tightly but occupy little space, move relatively slowly, and tend to act collectively. If the green light time for pedestrians is too long, and the buffer time before the green light for the vehicles that turn in is too short, a small number of late pedestrians will continue to cross, forcing the vehicles that have already started to stop again to give way, thus forming a vicious cycle of intersection traffic efficiency, further aggravating the congestion at the intersection.

[0010] Therefore, it is urgent to propose a relatively complete road traffic system based on the actual road traffic conditions in the country to improve the operating efficiency of public transportation and solve the problem of urban traffic congestion. Summary of the invention

[0011] The object of the present invention is to provide a road traffic system and method for solving the above-mentioned problems existing in the prior art.

[0012] In order to achieve the above-mentioned purpose, on the one hand, the present invention adopts the following technical scheme: a road traffic system, comprising a two-way main line and a two-way branch line, wherein a crossroad is arranged at the intersection of the two-way main line and the two-way branch line, a two-way pedestrian main road is arranged on the outer side of the two-way main line, and a two-way pedestrian branch road is arranged on the outer side of the two-way branch line; the two-way main line comprises a forward main road and a reverse main road, wherein the forward main road and the reverse main road are both provided with a first main lane, a second main lane and a third main lane, wherein the first main lane is used for going straight or turning around, the second main lane is used for going straight, and the third main lane is used for going straight or turning right; a main queue stop line is arranged on the first main lane, and a second main lane is used for going straight or turning right; a second main lane is used for going straight, and a second main lane is used for going straight, and a third main lane is used for going straight or turning right; a second main lane is used for going straight, and a second main lane is used for going straight, and a third main lane is used for going straight, and a third main lane is used for going straight, and a third main lane is used for going right ... A main signal light is provided above, and a main waiting area is provided between the main queue stop line and the intersection; a first U-turn main road and a second U-turn main road are provided between the first main lane of the forward main road and the first main lane of the reverse main road, and the first U-turn main road and the second U-turn main road are respectively arranged on both sides of the intersection, when vehicles on the first main lane in the forward main road stop at the main queue stop line, vehicles on the first main lane in the reverse main road enter the main waiting area of ​​the forward main road through the first U-turn main road; when vehicles on the first main lane in the reverse main road stop at the main queue stop line, vehicles on the first main lane in the forward main road enter the main waiting area of ​​the reverse main road through the second U-turn main road.

[0013] As an optional implementation of the above technical solution, an underpass or a viaduct is provided on the second main lane, and the underpass or the viaduct is used for vehicles on the second main lane to pass through the intersection.

[0014] As an optional implementation of the above technical solution, a two-way U-turn area is provided between the first main lane of the forward main road and the first main lane of the reverse main road, and an embedded pedestrian zebra crossing is provided inside the two-way U-turn area.

[0015] As an optional implementation of the above technical solution, a waiting area is provided around the intersection, and the waiting area is used for pedestrians and non-motor vehicles to wait for turning.

[0016] As an optional implementation scheme of the above technical scheme, the two-way branch line includes a forward branch and a reverse branch. After passing through the intersection, vehicles on the forward main road can use the second U-turn main road to enter the reverse main road, and then turn right into the forward branch to realize the vehicle's indirect left turn function; after passing through the intersection, vehicles on the reverse main road can use the first U-turn main road to enter the forward main road, and then turn right into the reverse branch to realize the vehicle's indirect left turn function.

[0017] As an optional implementation scheme of the above technical scheme, a first U-turn branch and a second U-turn branch are provided between the forward branch and the reverse branch, and the first U-turn branch and the second U-turn branch are respectively arranged on both sides of the intersection. Vehicles on the forward main road can turn right into the reverse branch, and enter the forward branch through the first U-turn branch, and then realize the indirect left turn function of the vehicle by going straight; vehicles on the reverse main road can turn right into the forward branch, and enter the reverse branch through the second U-turn branch, and then realize the indirect left turn function of the vehicle by going straight.

[0018] As an optional implementation scheme of the above technical solution, the forward branch road and the reverse branch road are both provided with a first branch lane, a second branch lane and a third branch lane, the first branch lane is used for straight driving or U-turn, the second branch lane is used for straight driving, and the third branch lane is used for straight driving or right turn.

[0019] As an optional implementation scheme of the above technical scheme, a branch queue stop line is provided on the first branch lane, a branch signal light is provided above the branch queue stop line, and a branch waiting area is provided between the branch queue stop line and the intersection; when vehicles on the first branch lane of the forward branch road stop at the branch queue stop line, vehicles on the first branch lane of the reverse branch road enter the branch waiting area through the first U-turn branch road; when vehicles on the first lane of the reverse branch road stop at the branch queue stop line, vehicles on the first lane of the forward branch road enter the branch waiting area through the second U-turn branch road.

[0020] As an optional implementation scheme of the above technical scheme, a non-motor vehicle queue line is provided on the third lane, a non-motor vehicle signal light is provided above the non-motor vehicle queue line, a right-turn vehicle waiting area is provided between the non-motor vehicle queue line and the intersection, and the non-motor vehicle queue line is used for non-motor vehicles to queue and wait, so that motor vehicles can turn right through the right-turn vehicle waiting area to enter the forward main road or the reverse main road.

[0021] On the other hand, the present invention adopts the following technical scheme: a traffic method of a road traffic system, comprising: when the red light countdown of the two-way branch line is N seconds, the main signal light above the main queue stop line turns red, the right turn green light of the two-way branch line turns on, vehicles on the forward branch road start to turn right into the forward main road, and vehicles on the reverse branch road start to turn right into the reverse main road; wherein, N is greater than or equal to zero; after the red light of the two-way main line turns on, vehicles entering the forward main road from the forward branch road enter the main waiting area of ​​the reverse main road through the second U-turn main road, and vehicles entering the reverse main road from the reverse branch road enter the main waiting area of ​​the forward main road through the first U-turn main road; after the green light of the two-way main line turns on, vehicles in the main waiting areas of the forward main road and the reverse main road go straight, realizing the function of indirectly turning left from the two-way branch line to enter the two-way main line.

[0022] As an optional implementation scheme of the above technical scheme, the traffic method also includes: when the red light countdown of the two-way main line is M seconds, the branch signal light above the branch queue stop line turns red, the right turn green light of the two-way main line turns on, vehicles on the positive main road start to turn right into the reverse branch, and vehicles on the reverse main road start to turn right into the positive branch; wherein, M is greater than or equal to zero; after the red light of the two-way branch line turns on, vehicles entering the reverse branch from the positive main road enter the branch waiting area of ​​the positive main road through the first U-turn branch, and vehicles entering the positive branch from the reverse main road enter the branch waiting area of ​​the reverse main road through the second U-turn branch; after the green light of the two-way branch line turns on, vehicles in the branch waiting areas of the positive branch and the reverse branch go straight, realizing the function of indirect left turn from the two-way main line to the two-way branch line.

[0023] The beneficial effects of the present invention are:

[0024] The present invention optimizes the layout of the intersection, reshapes the traffic logic, cancels the direct left turn of vehicles at the intersection, and enables vehicles to realize the indirect left turn function by turning right and then turning around. At the same time, the main queue stop line and the main waiting area are used to effectively control the flow of vehicles at the intersection, and the contradictions and conflicts between people and vehicles are also resolved, thus presenting a smooth, orderly, fast and efficient traffic situation. The present invention makes full use of the traffic space resources of the intersection, increases the number of people and vehicles that can pass through the intersection per unit time, and can effectively improve the traffic efficiency of people and vehicles, greatly alleviate urban traffic pressure, and has extremely high economic and social benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the structure of the main line A+branch line A in the present invention;

[0026] Figure 2 This is the first traffic state diagram of the main line A+branch line A in the present invention;

[0027] Figure 3 This is the second traffic state diagram of the main line A+branch line A in the present invention;

[0028] Figure 4 This is the third traffic state diagram of the main line A+branch line A in the present invention;

[0029] Figure 5 This is the fourth traffic state diagram of the main line A+branch line A in the present invention;

[0030] Figure 6 It is a structural schematic diagram of the main line A+branch line B in the present invention;

[0031] Figure 7 This is the first traffic state diagram of the main line A+branch line B in the present invention;

[0032] Figure 8 This is the second traffic state diagram of the main line A+branch line B in the present invention;

[0033] Fig. 9 This is the third traffic state diagram of the main line A+branch line B in the present invention;

[0034] Fig.10 This is the fourth traffic state diagram of the main line A+branch line B in the present invention;

[0035] Fig.11 It is a schematic diagram of the structure of the main line B+branch line B in the present invention;

[0036] Fig.12 This is the first traffic state diagram of the main line B+branch line B in the present invention;

[0037] Fig.13 This is the second traffic state diagram of the main line B+branch line B in the present invention;

[0038] Fig.14 This is the third traffic state diagram of the main line B+branch line B in the present invention;

[0039] Fig.15 This is the fourth traffic state diagram of the main line B+branch line B in the present invention;

[0040] Fig.16 It is a schematic diagram of the structure of the main line B+branch line A in the present invention;

[0041] Fig.17 It is a schematic diagram of the structure of the main line B+branch line B in the present invention;

[0042] Fig.18 This is the first traffic state diagram of the main line B+branch line C in the present invention;

[0043] Fig.19 This is the second traffic state diagram of the main line B+branch line C in the present invention;

[0044] Fig. 20 This is the third traffic state diagram of the main line B + branch line C in the present invention;

[0045] Fig.21 This is the fourth traffic state diagram of the main line B + branch line C in the present invention.

[0046] In the figure: 1-intersection; 2-two-way pedestrian main road; 3-two-way pedestrian branch road; 4-positive main road; 5-reverse main road; 6-main queue stop line; 7-main waiting area; 8-first U-turn main road; 9-second U-turn main road; 10-underpass tunnel or viaduct; 11-two-way U-turn area; 12-embedded pedestrian zebra crossing; 13-waiting area; 14-positive branch road; 15-reverse branch road; 16-first U-turn branch road; 17-second U-turn branch road; 18-branch queue stop line; 19-branch waiting area; 20-non-motor vehicle queue line; 21-right-turn vehicle waiting area; 22-main line A; 23-main line B; 24-branch line A; 25-branch line B; 26-branch line C. DETAILED DESCRIPTION

[0047] like Figure 1-Figure 21 As shown, this embodiment provides a road traffic system, including a two-way main line and a two-way branch line, wherein a crossroad 1 is provided at the intersection of the two-way main line and the two-way branch line, a two-way pedestrian main road 2 is provided on the outside of the two-way main line, and a two-way pedestrian branch road 3 is provided on the outside of the two-way branch line; the two-way main line includes a forward main road 4 and a reverse main road 5, wherein the forward main road 4 and the reverse main road 5 are both provided with a first main lane, a second main lane and a third main lane, and the positions and numbers of the first main lane, the second main lane and the third main lane can be set according to specific requirements. The first main lane is used for going straight or turning around, the second main lane is used for going straight, and the third main lane is used for going straight or turning right.

[0048] The first main lane of the forward main road 4 and the first main lane of the reverse main road 5 are adjacent to each other, a main queue stop line 6 is arranged on the first main lane, a main signal light is arranged above the main queue stop line 6, and a main waiting area 7 is arranged between the main queue stop line 6 and the intersection 1; a first U-turn main road 8 and a second U-turn main road 9 are arranged between the first main lane of the forward main road 4 and the first main lane of the reverse main road 5, and the first U-turn main road 8 and the second U-turn main road 9 are arranged on both sides of the intersection 1 respectively. When the vehicles on the first main lane in the forward main road 4 stop at the main queue stop line 6, the vehicles on the first main lane in the reverse main road 5 enter the main waiting area 7 of the forward main road 4 through the first U-turn main road 8; when the vehicles on the first main lane in the reverse main road 5 stop at the main queue stop line 6, the vehicles on the first main lane in the forward main road 4 enter the main waiting area 7 of the reverse main road 5 through the second U-turn main road 9.

[0049] The present invention optimizes the layout of the intersection 1, reshapes the traffic logic, cancels the direct left turn of vehicles at the intersection 1, and enables vehicles to realize the indirect left turn function by turning right and then turning around. At the same time, the main queue stop line 6 and the main waiting area 7 are used to effectively control the flow of vehicles at the intersection 1, and the contradictions and conflicts between people and vehicles are also resolved, thereby presenting a smooth, orderly, fast and efficient traffic situation. The present invention makes full use of the traffic space resources of the intersection 1, increases the number of people and vehicles that can pass through the intersection 1 per unit time, can effectively improve the traffic efficiency of people and vehicles, greatly alleviate urban traffic pressure, and has extremely high economic and social benefits.

[0050] In a specific embodiment, an underpass or viaduct 10 is provided on the second main lane, and the underpass or viaduct 10 is used for vehicles on the second main lane to pass through the intersection 1. That is, vehicles on the second main lane can pass through the intersection 1 through the underpass or viaduct 10 without waiting for traffic lights at the intersection 1, thereby improving traffic efficiency.

[0051] A two-way U-turn area 11 is provided between the first main lane of the forward main road 4 and the first main lane of the reverse main road 5, and an embedded pedestrian zebra crossing 12 is provided inside the two-way U-turn area 11. For vehicles longer than 7 meters, the two-way U-turn area 11 is designated as a crossing for changing directions, and a U-turn activity of turning right and then left on the two-way main line is prohibited.

[0052] The intersection 1 is surrounded by a waiting area 13 for pedestrians and non-motor vehicles to wait for a change of direction. When the green light comes on, pedestrians and non-motor vehicles in the waiting area 13 start to leave, and non-motor vehicles that re-enter can just complete the change of direction in the waiting area 13, and then wait for the green light to be released to achieve the purpose of changing direction and continuing to travel.

[0053] Specifically, the bidirectional branch road includes a forward branch road 14 and a reverse branch road 15. After passing through the intersection 1, vehicles on the forward main road 4 can use the second U-turn main road 9 to enter the reverse main road 5, and then turn right to enter the forward branch road 14 to realize the indirect left turn function of the vehicle; after passing through the intersection 1, vehicles on the reverse main road 5 can use the first U-turn main road 8 to enter the forward main road 4, and then turn right to enter the reverse branch road 15 to realize the indirect left turn function of the vehicle. The forward branch road 14 and the reverse branch road 15 are both provided with a first branch lane, a second branch lane and a third branch lane. The first branch lane is used for straight driving or U-turning, the second branch lane is used for straight driving, and the third branch lane is used for straight driving or right turning.

[0054] In a specific embodiment, a first U-turn branch 16 and a second U-turn branch 17 are provided between the forward branch 14 and the reverse branch 15, and the first U-turn branch 16 and the second U-turn branch 17 are respectively arranged on both sides of the intersection 1. Vehicles on the forward main road 4 can turn right into the reverse branch 15, and enter the forward branch 14 through the first U-turn branch 16, and then realize the indirect left turn function of the vehicle by going straight; vehicles on the reverse main road 5 can turn right into the forward branch 14, and enter the reverse branch 15 through the second U-turn branch 17, and then realize the indirect left turn function of the vehicle by going straight.

[0055] In a specific embodiment, a branch queue stop line 18 is provided on the first branch lane, a branch signal light is provided above the branch queue stop line 18, and a branch waiting area 19 is provided between the branch queue stop line 18 and the intersection 1; when vehicles on the first branch lane of the forward branch road 14 stop at the branch queue stop line 18, vehicles on the first branch lane of the reverse branch road 15 enter the branch waiting area 19 through the first U-turn branch road 16; when vehicles on the first branch lane of the reverse branch road 15 stop at the branch queue stop line 18, vehicles on the first lane of the forward branch road 14 enter the branch waiting area 19 through the second U-turn branch road 17.

[0056] Among them, a non-motor vehicle queue line 20 is provided on the third lane, a non-motor vehicle signal light is provided above the non-motor vehicle queue line 20, a right-turn vehicle waiting area 21 is provided between the non-motor vehicle queue line 20 and the intersection 1, and the non-motor vehicle queue line 20 is used for non-motor vehicles to queue and wait, so that motor vehicles can turn right through the right-turn vehicle waiting area 21 to enter the forward main road 4 or the reverse main road 5.

[0057] This embodiment also provides a traffic method of the above-mentioned road traffic system, including:

[0058] The two-way branch line enters the two-way main line by an indirect left turn: when the red light countdown of the two-way branch line is N seconds, the main signal light above the main queue stop line 6 turns red, the right turn green light of the two-way branch line turns on, the vehicles on the forward branch road 14 start to turn right into the forward main road 4, and the vehicles on the reverse branch road 15 start to turn right into the reverse main road 5; wherein, N is greater than or equal to zero; after the red light of the two-way main line turns on, the vehicles entering the forward main road 4 from the forward branch road 14 enter the main waiting area 7 of the reverse main road 5 through the second U-turn main road 9, and the vehicles entering the reverse main road 5 from the reverse branch road 15 enter the main waiting area 7 of the forward main road 4 through the first U-turn main road 8; after the green light of the two-way main line turns on, the vehicles in the main waiting area 7 of the forward main road 4 and the reverse main road 5 go straight, realizing the function of indirect left turn from the two-way branch line to the two-way main line.

[0059] There are two ways for a two-way main line to enter a two-way branch line by turning left indirectly, specifically:

[0060] The first is: when the red light countdown of the two-way main line is M seconds, the branch signal light above the branch queue stop line 18 turns red, the right turn green light of the two-way main line turns on, the vehicles on the forward main road 4 start to turn right into the reverse branch road 15, and the vehicles on the reverse main road 5 start to turn right into the forward branch road 14; wherein, M is greater than or equal to zero; after the red light of the two-way branch line turns on, the vehicles entering the reverse branch road 15 from the forward main road 4 enter the branch waiting area 19 of the forward main road 4 through the first U-turn branch road 16, and the vehicles entering the forward branch road 14 from the reverse main road 5 enter the branch waiting area 19 of the reverse main road 5 through the second U-turn branch road 17; after the green light of the two-way branch line turns on, the vehicles in the branch waiting area 19 of the forward branch road 14 and the reverse branch road 15 go straight, realizing the function of indirect left turn from the two-way main line to the two-way branch line.

[0061] The second type is: after the vehicle on the forward main road 4 passes through the intersection 1, it can use the second U-turn main road 9 to enter the reverse main road 5, and then turn right to enter the forward branch road 14 to realize the vehicle's indirect left turn function; after the vehicle on the reverse main road 5 passes through the intersection 1, it can use the first U-turn main road 8 to enter the forward main road 4, and then turn right to enter the reverse branch road 15 to realize the vehicle's indirect left turn function.

[0062] The present invention follows the principle of "unblocked intersections lead to unblocked roads, while congested intersections lead to blocked roads". In practical application, the bidirectional main line can be divided into main line A22 and main line B23, and the bidirectional branch line can be divided into branch line A24, branch line B25 and branch line C26. The existing urban road divisions can be divided into the following three types of network systems:

[0063] 1. Main Line A22: Designed as a two-way ten-lane configuration (including a two-way 2-meter-wide non-motorized vehicle mixed lane), each section is more than 1,200 meters long and only intersects with the branch line once. Set up a fully functional intersection, including a one-way U-turn lane, with a speed limit of 80 kilometers per hour throughout the journey. A one-way two-lane U-turn area is set up 120 meters away from the intersection in both directions. The width of the single lane is 5 meters. This area gives priority to queuing for straight and right-turning vehicles (non-motorized vehicles with four wheels or less are also limited to queuing in this lane). Outside the area, the left double lane is set as a U-turn and direction-changing vehicle queuing area. Vehicles that need to change direction must stop here and wait for instructions. A two-way one-way U-turn mixed lane is added in the middle of the main line, with a width of 5 meters (for motor vehicles and non-motor vehicles), and a 3-meter-wide pedestrian zebra crossing is embedded in the center. An 8-meter-wide isolation green belt is set up between the two directions of the main line, and an 8-meter-wide green belt is set up on the edges of both sides, including a 3-meter-wide sidewalk. In view of the fact that buses and large vehicles over 7 meters in length are inconvenient to move and occupy a lot of resources, it is specially stipulated that such vehicles that need to change direction must use the central two-way U-turn area 11 and are prohibited from driving on the first U-turn main road 8 and the second U-turn main road 9.

[0064] Main Line B23: As an efficient artery of the city, this expressway incorporates advanced three-dimensional traffic planning concepts. Its design includes ten lanes in both directions, and a special two-way 2-meter-wide mixed channel for non-motorized vehicles and pedestrians is set up to ensure safe parallel operation. The central six-lane is designed for high-speed driving, with a speed of up to 100 kilometers per hour, while the four lanes on both sides are low-speed motor vehicle lanes with a speed limit of 60 kilometers to meet different driving needs. Each section of the channel is more than 1,500 meters long and only intersects with the branch road once. The intersection is equipped with a fully functional intersection design, including a convenient lane specially set up for one-way U-turns. There is a 1.2-meter-wide green belt between the lanes to improve driving safety and aesthetics. At 180 meters from the intersection, the central four-lane is cleverly converted into the entrance of the underpass expressway. The total length of the underpass section is about 360 meters (partially covered), which effectively relieves the pressure on ground traffic. In addition, on the two-way single side 90 meters away from the intersection, a 6-meter-wide first U-turn main road 8 and a second U-turn main road 9 are specially set up, using the overpass bridge to achieve interference-free U-turns. The main waiting area 7 gives priority to vehicles turning right and turning around on the branch line, ensuring that they queue up in an orderly manner, while all other vehicles (except non-motorized vehicles with four wheels or less) need to stop outside the main queue stop line 6 and wait for instructions. In addition, a vehicle separation strip is set up 180 meters away from the intersection on both sides to guide straight-moving vehicles through the three-dimensional fast channel (preferably the underpass tunnel, and the secondary viaduct) to achieve unobstructed high-speed passage. Motor vehicles that need to change direction need to slow down and cross the separation strip, and wait for further instructions outside the designated area.

[0065] 2. Branch Line A24: This branch line is planned to be eight lanes in both directions, and also incorporates non-motorized vehicle lanes with a width of 2 meters in both directions to ensure the safety of all road users. Each branch line is more than 1,000 meters long, with a speed limit of 70 kilometers per hour throughout the entire journey, which ensures both traffic efficiency and safety. The branch line only intersects with the main line once, and an efficient and smooth traffic system is built at this intersection to improve the fluency of the overall traffic network. Its traffic organization design, including the layout of the supporting waiting area 19 and the flexible U-turn lane, all follow the mature model of the main line A22, so it will not be repeated here. When the main line B23 intersects with the branch line A24, special adjustment measures include: guiding non-motorized vehicles to wait outside the non-motorized vehicle queue line 20, and U-turn vehicles enter the right-turn vehicle waiting area 21, sharing space with straight-moving vehicles but maintaining order. As for the planning and implementation of other auxiliary facilities, they will be carefully planned and configured by relevant departments according to on-site conditions.

[0066] Branch line B25: To meet diverse traffic needs, this branch line is flexibly configured as a six-lane bidirectional road, with each section no less than 800 meters in length and a speed limit of 60 kilometers per hour. Similarly, this branch line intersects the main line only once, and an intersection design that meets basic traffic needs is set up here. Within the 80-meter depth of the intersection's two-way road, a non-motor vehicle queue line 20 is set up, of which the left lane is designed for straight-moving vehicles, while the right lane gives priority to right-turning (including U-turns) vehicles. Vehicles turn right through the right-turn waiting area 21 and then enter the main line, effectively optimizing traffic flow. Non-motor vehicles with less than four wheels must stop safely outside the non-motor vehicle queue line 20 and wait for further instructions. The specific planning and installation of other supporting facilities will be flexibly adjusted by the competent department based on actual conditions to ensure the smoothness and safety of the traffic system.

[0067] Branch C26: Branch C26 is different from Branch B25 in that it is configured as a two-way eight-lane road. The two right lanes give priority to right-turning (including U-turns) vehicles, while the two left lanes are designed for straight-moving vehicles, effectively optimizing traffic flow.

[0068] 3. Domain line (community street): As an important channel connecting the community, the domain line is characterized by a narrow road width (mostly within two-way four lanes), and there are marked parking spaces along the road to support the parking needs of community residents. In order to reduce traffic congestion, the domain line maintains a two-way one-way design, and because there are relatively few visiting vehicles in and outside the community (or few transit vehicles), the risk of traffic jams is naturally reduced. When encountering the intersection of the main and branch lines, domain line vehicles must follow the principle of turning right and going along, and complete the travel purpose by participating in the traffic flow of the main and branch lines. For new communities, it is strongly recommended to adopt a two-way four-lane layout, with marked parking spaces on both sides, and sufficient space in the middle for two-way single lane traffic, and the speed limit is set at 40 kilometers per hour. There are no traffic lights at the intersection, and vehicles are encouraged to adjust their own traffic. Of course, some intersections can also retain or adopt the existing traffic management mode according to actual conditions.

[0069] In view of the bottlenecks and mode limitations of the old urban road traffic system, and focusing on the realistic background of the rapid development of contemporary transportation technology, this invention has implemented a change aimed at optimizing the function of intersections with innovative thinking. This change implements the core concept of "roads are smooth, and roads are blocked, and traffic is stagnant", and has systematically replanned and re-arranged the intersection area. The main points of this scientific improvement are described as follows:

[0070] 1. Optimize the layout of intersections and reshape the traffic logic: We are committed to simplifying the physical environment of intersections while fine-tuning their traffic functions. By carefully planning the order and area of ​​vehicle queues during red lights, we ensure that when the green light comes on, intersection resources are used most efficiently and reasonably. This move aims to alleviate and completely solve the problem of urban road traffic congestion from the root. Specifically, the lanes at the intersection are clearly divided into straight lanes, straight-right turn mixed lanes and non-motor vehicle lanes, supplemented by clear landmarks to guide vehicles to queue in an orderly manner. During the green light release stage, straight-going vehicles enjoy the right of way on the entire road (including non-motor vehicle lanes), right-turning vehicles are restricted to the straight-right turn mixed lanes and do not occupy non-motor vehicle lanes when necessary, while non-motor vehicles are strictly limited to driving in non-motor vehicle lanes and have priority right of way; for sections without non-motor vehicle lanes, non-motor vehicles pass along the right side of the road mixed with motor vehicles, but ensure safety and order.

[0071] 2. Optimization of traffic mode at intersections of standard main and branch lines (main line A22 and branch line A24). The vehicle queuing strategy has been carefully planned within the traffic light cycle of the main and branch lines. Specifically, the total duration of the traffic light on the main line is set to 150 seconds, of which the red light lasts for 60 seconds and then the green light is on for 90 seconds; accordingly, the branch line adopts a timing scheme of 90 seconds of red light and 60 seconds of green light. When the red light on the main line enters the last 20 seconds of the countdown, a small number of right-turning vehicles can start in advance, cleverly avoiding non-motor vehicles and pedestrians, and realize a smooth right turn and stay away from the intersection. At this time, if the green lights on the two-way main lines are on at the same time, all vehicles and pedestrians will proceed along the established route without interfering with each other and pass through the intersection quickly. Pedestrians and non-motor vehicles with turning needs will enter the waiting area 13, make some preparations, and complete the turn after the command is issued to continue moving forward. During the green light period at the intersection, the main signal light or branch signal light will automatically go out, and the road will resume its daily traffic order. The U-turn or reversing convoy follows the straight-moving convoy and seamlessly connects to the next section of the road. When the green light time is half over, the main signal light or branch signal light is activated again, but its function has changed from a simple queuing indication to a U-turn protection signal, which ensures the safe passage of vehicles changing lanes while not hindering the normal driving of subsequent vehicles in the same direction. At this time, the U-turn vehicles in both directions exchange positions with each other, enter the reverse one-sided main road and obtain priority lane change rights, and then change direction by turning right (that is, turning right after U-turn to achieve the traditional left turn). The queuing layout and traffic principles of branch line vehicles are similar to the main line design, so they will not be repeated. The scientific nature of the above scheme is mainly reflected in the following aspects:

[0072] (1) Queuing in sections and moving forward in a centralized manner maximizes the utilization of lane resources. The key factors affecting the traffic efficiency at intersections include lane resources, green light time resources, and speed variables. The fundamental cause of road congestion is the uneven distribution of traffic resources at intersections and the lack of scientific scheduling strategies. In short, if vehicles only queue up when the green light is released but fail to effectively use the time to pass, it is a double waste of lanes and green light time. In addition, mutual interference in two-way traffic leads to a decrease in speed and a deterioration in speed variables, which further reduces the utilization efficiency of green light time, reduces traffic volume, and aggravates vehicle detention and congestion. The present invention scientifically plans and layouts the intersection of the main line A22 and the branch line A24, cleverly avoids unfavorable factors, and gives full play to their respective advantages. Through the precise control of the green light time, the maximum utilization of road and traffic flow resources is achieved, the traffic speed is significantly improved, and the traffic flow is made smoother and more stable.

[0073] (2) The harmonious rotation of traffic lights creates a unique landscape. At this intersection, both pedestrians and vehicles strictly follow their respective directions, and the straight-moving teams are orderly and do not interfere with each other. The entire traffic process is carried out in a harmonious and efficient atmosphere. Whether it is the straight-moving vehicles rushing past, or the U-turning vehicles safely and quickly completing the reverse entry under the guidance of the U-turn indicator and safety protection lights, it reflects the wisdom and efficiency of traffic management. This change not only simplifies the intersection environment and avoids the risk of collision and congestion, but also significantly improves the overall driving speed of vehicles and eliminates unnecessary internal consumption and waiting.

[0074] (3) In order to further optimize traffic efficiency, the present invention guides vehicles that need to turn around to queue up at the back of the intersection, thereby releasing intersection resources and giving priority to the rapid passage of vehicles going straight, effectively increasing the traffic volume at the intersection. After the peak of straight traffic, the U-turning vehicles enter the U-turn intersection in a timely manner and use the previously vacated time window to complete the change of direction, ensuring that every waiting vehicle can pass through the intersection smoothly within the green light period and enter the next stage of the journey. This design not only meets the demand for unimpeded urban roads, but also reflects the scientific and forward-looking nature of traffic management.

[0075] (4) For those main and branch intersections in large and medium-sized cities that are prone to congestion, data analysis and calculation can be used to evaluate whether it is necessary to introduce advanced traffic facilities such as three-dimensional expressways. Specifically, if the traffic volume of a single lane on one side is less than 0.5 vehicles per second during the green light release period, the above optimization strategy can be considered. Taking the green light of 60 seconds as an example, if the two-way single lane at the intersection can release at least 30 vehicles (a total of 60 vehicles), then for the main line with more lanes (such as 8 lanes in both directions), its traffic capacity will be more impressive, reaching more than 240 vehicles per minute (considering the superposition effect of U-turn intersections, the peak can exceed 250 vehicles). In this case, the traffic volume of pedestrians and non-motor vehicles is relatively small and can be ignored. If the actual traffic volume is lower than this standard, there is no need to build a three-dimensional expressway. Only by fine-tuning and optimizing the existing road layout can the throughput capacity of the intersection be significantly improved, and efficient resource utilization and cost control can be achieved.

[0076] 3. Traffic optimization plan for atypical main and branch lines (main line A22 + branch line B25) intersections. Under the premise of maintaining the basic standards of the main line, its design traffic principles are referenced. In view of the narrow width of the branch line, which is less than six lanes in both directions (including non-motorized vehicle lanes with a width of 2 meters in both directions), it is difficult for vehicles to turn around. This plan innovatively guides vehicles that need to turn around on the branch line to the main line for marshaling. The specific implementation steps are as follows:

[0077] A non-motor vehicle waiting area is set up at least 80 meters behind the branch line two-way intersection, and a non-motor vehicle queue line 20 is demarcated. Inside the non-motor vehicle queue line 20 is a supporting waiting area 19 for motor vehicles to queue first. The left single lane is used for the longitudinal arrangement of straight-moving vehicles, and the right multi-lane is mainly used for the arrangement of right-turning and U-turning vehicles (mainly U-turning vehicles).

[0078] When the red light countdown reaches the last 20 seconds, the two-way right turn green light comes on, and the right-turning vehicle starts first, merges into the main line U-turn and changes direction convoy, passes through the U-turn intersection and enters the support waiting area 19 to realize re-organization (officially give priority to the main line straight convoy) and pass. At the same time, the queue indicator light of the support signal light goes out, the non-motor vehicle lane resumes normal traffic, and the non-motor vehicle follows the right-turning vehicle to the intersection and waits.

[0079] When the green light comes on, motor vehicles, non-motor vehicles and pedestrians will pass through their respective lanes in an orderly manner without interfering with each other, ensuring safe and efficient traffic at the intersection. Pedestrians and non-motor vehicles that need to change direction can enter when passing through the waiting area 13, make some preparations, and wait for the release signal to complete the change and continue to move forward.

[0080] The key advantages of this branch line configuration are:

[0081] (1) Dispersing and resolving conflicts: By guiding vehicles turning around on branch lines to the main line with better conditions for processing, the embarrassing situation that branch lines are unable to independently solve the U-turn problem due to their own limitations is effectively avoided, reflecting the scientific planning concept of optimizing resource allocation and leveraging strengths to avoid weaknesses.

[0082] (2) Improved traffic efficiency: The traffic flow at intersections has been simplified (mainly focusing on the separation of pedestrians and vehicles for straight driving). This has not only improved traffic efficiency, but also optimized the overall traffic flow by adjusting the duration of traffic lights (reducing the release time of branch lines and increasing the release time of the main line), ensuring the smooth flow of both the main line and the branch line.

[0083] (3) Practicality and guiding significance: This plan provides a practical solution to the problems commonly found in small and medium-sized cities, such as narrow roads, limited lane resources and difficulty in reconstruction. It has important guiding significance and broad application value for alleviating traffic congestion and improving road capacity.

[0084] 4. Optimization plan for fast lane traffic at grade-separated intersections (coordination between main line B23 and branch lines A24 / B25 / C26)

[0085] This plan focuses on improving the smoothness of the urban rapid transit system. The core is that the main line B23, as the main traffic artery, maintains a speed limit of 100 kilometers per hour throughout the entire route. At the intersection of the main line and the branch line, we innovatively adopted a multi-dimensional traffic organization strategy to achieve precise separation and efficient management of straight, turning and non-motorized vehicle traffic (Figure reference - Figure BA1, BB1).

[0086] Efficiency of straight travel: Straight-travel vehicles can rush through dedicated tunnels without being disturbed by intersections, ensuring speed and safety.

[0087] Refined turning: Vehicles turning and non-motorized vehicles are required to slow down and queue up in specific hub areas, waiting for green lights and completing turns or crossings in an orderly manner.

[0088] Traffic control logic: The design of 60 seconds green light and 80 seconds red light on the main line corresponds to the arrangement of 80 seconds green light and 60 seconds red light on the branch line, aiming to balance traffic flow. Unique pre-green light strategy: When the red light on the main line lasts for 20 seconds, the red light in the priority queue area goes out to prepare for the orderly entry of motor vehicles. U-turn vehicles stay on the left, and right-turn vehicles stay on the right, ensuring rapid passage after the green light comes on.

[0089] Pedestrians and non-motor vehicles follow the rules of their lanes, and those who need to turn should enter the waiting area 13 in a timely manner and wait to be released.

[0090] The two-way right-turn green lights on the branch line will light up simultaneously in the last 20 seconds of the green light on the main line to ensure that vehicles changing direction can safely integrate into the straight flow of the main line. Then the straight-moving vehicles will accelerate through, and pedestrians and non-motor vehicles will be delayed by 15 seconds to ensure safety.

[0091] Scientific design highlights:

[0092] (1) Construct a seamless straight-through system: Use tunnels or viaducts to build an unobstructed main line channel, set up diversion areas every 1,500 meters to effectively disperse traffic, and maintain overall high-speed and balanced traffic through reasonable design of branch line entry points.

[0093] (2) Strategy for decompression by underpass tunnel: Underpass expressway not only relieves the pressure on the main line at the intersection, but also promotes the efficient integration of branch line vehicles into the main line through the innovative method of right turn, thus achieving speed increase in both directions.

[0094] (3) Refined dispatch management: The queuing area is refined according to the vehicle type, especially the two-way U-turn mode is adopted for turning vehicles to reduce waiting time. Scientifically planned waiting areas ensure that when the green light comes on, vehicles can pass quickly and orderly, maximizing road use efficiency.

[0095] This plan is based on in-depth research and scientific demonstration of urban traffic congestion, and successfully implements the concept of "unblocked intersections, unblocked entire city". It not only brings significant economic benefits, but also greatly improves the overall efficiency and sustainability of urban transportation, setting an example for the future development of urban transportation.

[0096] 5. In order to significantly improve the smoothness of traffic in the main and branch line intersection area and the convenience of residents' daily travel, the present invention innovatively introduces the concept of "dedicated U-turn lanes during non-peak hours" (this mode does not adopt the fast lane traffic mode of grade-separated intersections), aiming to effectively alleviate the traffic pressure on the main roads, restore and optimize the U-turn function, and promote the seamless connection and communication between vehicles and pedestrians in the community. At the same time, as an auxiliary channel, it further enhances the flexibility of the traffic system. When vehicles in the area are about to arrive at the intersection of the main and branch lines, they must follow the principle of turning right first and then driving in the forward direction. After successfully completing the main and branch line traffic process, they can turn, drive across regions, or leave.

[0097] The location and opening time of the U-turn lane have been carefully designed, showing extremely high precision and practicality. Its location ensures that it is at least 500 meters away from the main intersections in front and behind to ensure sufficient safety distance; and the opening time is carefully arranged at the end of the subsequent red light cycle of the road, leaving at least 40 seconds for vehicles to turn around and pedestrians to cross the street. During this period, if no other vehicles enter the area, the road and pedestrians will be in a relatively static state, creating the most favorable conditions for U-turns and safe crossing of the street.

[0098] It is particularly noted that the two-way U-turn area 11 does not assume all the traffic functions of a traditional intersection, especially at the intersection with the boundary line. It lacks the signal light control of the straight lane and only focuses on U-turn operations. Any attempt to go straight will be subject to corresponding traffic management penalties (this restriction is limited to the area near the boundary line intersection). This move is intended to correct the imbalance between convenience and order caused by the over-dense setting of intersections in the past, reduce traffic conflicts on main and branch lines, improve overall traffic efficiency, and effectively curb traffic congestion caused by frequent parking and waiting. The implementation of U-turn lanes during idle periods has formed a good complementary relationship with the traffic management of the main intersection, laying a solid foundation for building a more smooth and efficient urban road traffic network.

[0099] Through scientific demonstration, comprehensive consideration and bold innovation, this invention constructs a set of urban traffic pedestrian and vehicle traffic mode and normative framework for the new era, which has the following beneficial effects:

[0100] 1. Optimize lane utilization and improve traffic efficiency. The strategy of queuing vehicles in different areas at intersections was implemented, which effectively curbed the phenomenon of occupying lanes and leaving dedicated lanes idle, ensured the maximum utilization of lane resources, zero waste of green light time, and a positive growth trend in vehicle speed.

[0101] 2. Simplify intersection design and strengthen straight-through priority. The direct left-turn function at the intersection was cancelled, the traffic environment was simplified, and resources were concentrated to give priority to straight-through vehicles, which effectively improved the traffic efficiency at the intersection and implemented the scientific concept of "unblocked intersections lead to unblocked roads".

[0102] 3. Innovate the reversing mechanism to reduce intersection conflicts. For motor vehicles that need to change direction, innovative strategies such as two-way forward, U-turn, and reversal are adopted to avoid vehicles weaving in the intersection, make full use of the green light time, and achieve fast and efficient passage. This mechanism complements the function of the waiting area 13, significantly reducing the intersection of people and vehicles and mutual interference, greatly increasing traffic volume, and laying a solid foundation for alleviating congestion.

[0103] 4. Flexibly respond to complex intersections and improve overall efficiency. For different types of complex intersections (including intersections between main lines and regular / informal branch lines), we adopt differentiated strategies: standard main and branch line intersections continue to use effective methods such as two-way forwarding; for non-standard intersections or intersections with express lanes that require direction changes, we re-queue and organize vehicles at appropriate positions on the main line, which not only ensures the pure passage of branch line vehicles, but also improves the overall speed and efficiency.

[0104] 5. Prospects for the transportation landscape in the new era. The implementation of the new model and standard system will lead urban transportation to a new stage of being more orderly, fast and efficient. The urban road traffic will have a new look and urban congestion can be effectively solved.

[0105] In the description of the present invention, the specific features, structures, etc. described in the embodiments are included in at least one embodiment. In the absence of contradiction, those skilled in the art may combine the features of different embodiments. The protection scope of the present invention is not limited to the above-mentioned specific embodiments. According to the basic technical concept of the present invention, the embodiments that can be associated with by ordinary technicians in the field without creative work all belong to the protection scope of the present invention.

Claims

1. A road traffic system, comprising a bidirectional main line and a bidirectional branch line, wherein a crossroad (1) is provided at the intersection of the bidirectional main line and the bidirectional branch line, a bidirectional main pedestrian road (2) is provided outside the bidirectional main line, and a bidirectional branch pedestrian road (3) is provided outside the bidirectional branch line; characterized in that: The bidirectional main line comprises a forward main road (4) and a reverse main road (5), wherein the forward main road (4) and the reverse main road (5) are both provided with a first main lane, a second main lane and a third main lane, wherein the first main lane is used for going straight or turning around, the second main lane is used for going straight, and the third main lane is used for going straight or turning right; A main queue stop line (6) is provided on the first main lane, a main signal light is provided above the main queue stop line (6), and a main waiting area (7) is provided between the main queue stop line (6) and the intersection (1); A first U-turn main road (8) and a second U-turn main road (9) are provided between a first main lane of a forward main road (4) and a first main lane of a reverse main road (5). The first U-turn main road (8) and the second U-turn main road (9) are respectively provided on both sides of an intersection (1). When vehicles on the first main lane of the forward main road (4) stop at a main queue stop line (6), vehicles on the first main lane of the reverse main road (5) enter a main waiting area (7) of the forward main road (4) through the first U-turn main road (8); when vehicles on the first main lane of the reverse main road (5) stop at a main queue stop line (6), vehicles on the first main lane of the forward main road (4) enter a main waiting area (7) of the reverse main road (5) through the second U-turn main road (9).

2. The road traffic system according to claim 1, characterized in that: An underpass tunnel or an overpass (10) is provided on the second main lane, and the underpass tunnel or overpass (10) is used for vehicles on the second main lane to pass through the intersection (1).

3. The road traffic system according to claim 1, characterized in that: A bidirectional U-turn area (11) is provided between the first main lane of the forward main road (4) and the first main lane of the reverse main road (5), and an embedded pedestrian zebra crossing (12) is provided inside the bidirectional U-turn area (11).

4. The road traffic system according to claim 1, characterized in that: A waiting area (13) is provided around the intersection (1), and the waiting area (13) is used for pedestrians and non-motor vehicles to wait for turning.

5. The road traffic system according to claim 1, characterized in that: The bidirectional branch line comprises a forward branch road (14) and a reverse branch road (15). After passing through the intersection (1), vehicles on the forward main road (4) can use the second U-turn main road (9) to enter the reverse main road (5), and then turn right to enter the forward branch road (14) to realize the indirect left turn function of the vehicle; after passing through the intersection (1), vehicles on the reverse main road (5) can use the first U-turn main road (8) to enter the forward main road (4), and then turn right to enter the reverse branch road (15) to realize the indirect left turn function of the vehicle.

6. The road traffic system according to claim 5, characterized in that: A first U-turn branch (16) and a second U-turn branch (17) are provided between the forward branch (14) and the reverse branch (15), and the first U-turn branch (16) and the second U-turn branch (17) are respectively provided on both sides of the intersection (1). Vehicles on the forward main road (4) can turn right into the reverse branch (15), and enter the forward branch (14) through the first U-turn branch (16), and then realize the indirect left turn function of the vehicle by going straight; vehicles on the reverse main road (5) can turn right into the forward branch (14), and enter the reverse branch (15) through the second U-turn branch (17), and then realize the indirect left turn function of the vehicle by going straight.

7. The road traffic system according to claim 6, characterized in that: The forward branch road (14) and the reverse branch road (15) are both provided with a first branch lane, a second branch lane and a third branch lane, the first branch lane is used for straight driving or U-turn, the second branch lane is used for straight driving, and the third branch lane is used for straight driving or right turning; a branch queue stop line (18) is provided on the first branch lane, a branch signal light is provided above the branch queue stop line (18), and a branch waiting area (19) is provided between the branch queue stop line (18) and the intersection (1); when a vehicle on the first branch lane of the forward branch road (14) stops at the branch queue stop line (18), a vehicle on the first branch lane of the reverse branch road (15) enters the branch waiting area (19) through the first U-turn branch road (16); when a vehicle on the first branch lane of the reverse branch road (15) stops at the branch queue stop line (18), a vehicle on the first branch lane of the forward branch road (14) enters the branch waiting area (19) through the second U-turn branch road (17).

8. The road traffic system according to claim 6, characterized in that: A non-motor vehicle queue line (20) is provided on the third branch lane, a non-motor vehicle signal light is provided above the non-motor vehicle queue line (20), a right-turn vehicle waiting area (21) is provided between the non-motor vehicle queue line (20) and the intersection (1), and the non-motor vehicle queue line (20) is used for non-motor vehicles to queue and wait, so that motor vehicles can turn right through the right-turn vehicle waiting area (21) to enter the forward main road (4) or the reverse main road (5).

9. A traffic method for a road traffic system according to any one of claims 1 to 8, characterized in that: include: When the red light countdown of the bidirectional branch line reaches N seconds, the main signal light above the main queue stop line (6) turns red, the right turn green light of the bidirectional branch line turns on, and vehicles on the forward branch road (14) start to turn right into the forward main road (4), and vehicles on the reverse branch road (15) start to turn right into the reverse main road (5); wherein N is greater than or equal to zero; after the red light of the bidirectional main line turns on, vehicles entering the forward main road (4) from the forward branch road (14) enter the main waiting area (7) of the reverse main road (5) through the second U-turn main road (9), and vehicles entering the reverse main road (5) from the reverse branch road (15) enter the main waiting area (7) of the forward main road (4) through the first U-turn main road (8); after the green light of the bidirectional main line turns on, vehicles in the main waiting areas (7) of the forward main road (4) and the reverse main road (5) go straight, realizing the function of indirectly turning left from the bidirectional branch line to the bidirectional main line.

10. The transportation method according to claim 9, characterized in that: The traffic method further comprises: when the red light countdown of the bidirectional main line reaches M seconds, the branch signal light above the branch queue stop line (18) turns red, the right turn green light of the bidirectional main line turns on, vehicles on the positive main road (4) start to turn right into the reverse branch road (15), and vehicles on the reverse main road (5) start to turn right into the positive branch road (14); wherein M is greater than or equal to zero; after the red light of the bidirectional branch road turns on, vehicles enter the reverse branch road (15) from the positive main road (4) The vehicle enters the support waiting area (19) of the forward main road (4) through the first U-turn branch road (16), and the vehicle enters the forward branch road (14) from the reverse main road (5) through the second U-turn branch road (17) and enters the support waiting area (19) of the reverse main road (5); after the green light of the two-way branch road is turned on, the vehicles in the support waiting area (19) of the forward branch road (14) and the reverse branch road (15) go straight, realizing the function of indirectly turning left from the two-way main road to enter the two-way branch road.

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