Road structure
By setting up lane change and signal light control between the straight-driving lane and the left-turning lane at the road intersection, the problems of low resource utilization and poor liquidity in the prior art are solved, and more efficient traffic management and road liquidity are achieved.
Patent Information
- Application Number
- CN202411759480.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-03
- Publication Date
- 2025-03-18
AI Technical Summary
The existing road intersection structure has problems of low resource utilization and poor liquidity in direct and left-turn traffic management, especially during peak hours.
Set up a straight lane change entrance between the straight lane and the left turn lane, and use lane change signal lights to control the lane change timing of the straight vehicle, and use auxiliary signal lights to control the parking timing of the left turn vehicle to avoid conflicts between the straight vehicle after the lane change and the left turn vehicle, thereby improving resource utilization and mobility.
Through lane-changing entrances and signal light control, the traffic efficiency of straight vehicles and left-turning vehicles is improved, traffic congestion is reduced, and overall road mobility is improved.
Smart Images
Figure CN119640641A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of road traffic, and in particular relates to a road structure that can simultaneously improve the utilization rate of road resources and the overall fluidity of lanes. Background Art
[0002] As an important part of the urban road traffic network, road intersections not only restrict the traffic capacity of roads, but also easily cause traffic accidents. At present, there are two main solutions for straight and left-turn traffic at intersections. The first solution is to set up the straight lane and the left-turn lane separately, and control them separately by the straight signal lights and the left-turn signal lights; although this solution can avoid the intersection and conflict between left-turn traffic and oncoming straight traffic, when there are more straight traffic and fewer left-turn traffic, the straight lane will be congested, and the left-turn vehicles will not be fully utilized, and vice versa, which is not conducive to the full utilization of road resources. The second solution is to use a shared lane for straight and left turns. Although this solution can improve the utilization rate of road resources to a certain extent, the intersection of left-turn vehicles and oncoming straight vehicles makes the traffic efficiency of left-turn vehicles low, and indirectly affects the traffic efficiency of vehicles that often go straight in this lane. This problem is particularly obvious during peak hours. Therefore, it is particularly important to provide a road structure solution that can simultaneously improve the utilization rate of road resources and the overall fluidity of the lane. Summary of the invention
[0003] In view of the above-mentioned shortcomings of the prior art, an object of the present invention is to provide a road structure that can simultaneously improve the road resource utilization rate and the overall fluidity of the lane.
[0004] To achieve the above-mentioned and other related purposes, the present invention provides a road structure, including an entrance lane heading to an intersection and a main signal light located at the intersection; the entrance lane includes a straight lane and a first left-turn lane adjacent to the left side of the straight lane; the main signal light includes a main straight-through signal light for controlling the passage of straight-going vehicles and a main left-turn signal light for controlling the passage of left-turning vehicles; a straight-going vehicle lane-changing intersection is provided between the straight-going lane and the adjacent first left-turn lane, the straight-going vehicle lane-changing intersection is used for straight-going vehicles in the straight-going lane to change lanes and enter the first left-turn lane; a first lane-changing signal light is provided at the straight-going vehicle lane-changing intersection; the first left-turn lane A first stop line for giving way to lane-changing vehicles is provided on the turning lane, and an auxiliary signal light for controlling left-turning vehicles is provided at the first stop line. The present invention adds a lane-changing intersection for straight-going vehicles between the straight-going lane and the adjacent left-turn lane, and uses the first lane-changing signal light to control the lane-changing timing of straight-going vehicles in the straight-going lane, and uses the auxiliary signal light to control the parking timing of left-turning vehicles in the left-turn lane, so as to avoid conflicts between straight-going vehicles after lane change and left-turning vehicles in the original lane, and ensure that straight-going vehicles after lane change can pass through the intersection smoothly, thereby improving the traffic efficiency of straight-going vehicles on the basis of improving the utilization rate of the left-turn lane, and avoiding traffic obstruction caused by too many straight-going vehicles.
[0005] Preferably, the through lane is replaced by a through-the-road and right-turn shared lane.
[0006] Preferably, at least one second left-turn lane is arranged adjacent to the left side of the first left-turn lane, and a first auxiliary lane-changing intersection is arranged between the two adjacent left-turn lanes for lane-changing vehicles to pass through; a second stop line is arranged on the second left-turn lane for giving way to lane-changing vehicles, and the distance from the second stop line to the intersection is not greater than the distance from the first stop line to the intersection; the auxiliary signal lights are used to control the passage of left-turning vehicles at each stop line; the present application diverts a part of the straight-moving vehicles that change lanes to the first left-turn lane to each second left-turn lane through the first auxiliary lane-changing intersection, so that the vehicles can pass through the intersection straightly with the help of the corresponding second left-turn lanes. Such a setting can enable more straight-moving vehicles to complete lane change and further improve the passage efficiency of straight-moving vehicles.
[0007] Preferably, the stop lines are staggered to reduce the difficulty of continuous lane change for straight-moving vehicles.
[0008] Preferably, the distance L1 from the first stop line to the intersection is: L1 = η1×(n×d1+(n-1)×d2); wherein η1 is the first correction coefficient, n is the average number of vehicles passing through the intersection via a single straight lane in a single traffic cycle, d1 is the average vehicle length, and d2 is the average distance between two adjacent vehicles when waiting for passage at the intersection; the present application determines the number of straight-moving vehicles that need to borrow the lane based on the average number of vehicles passing through the intersection via a single straight lane in a single traffic cycle; and then determines the location of the lane change intersection for straight-moving vehicles based on the number of straight-moving vehicles that need to borrow the lane, so as to ensure that all straight-moving vehicles that need to borrow the lane can pass through the intersection smoothly within a traffic cycle.
[0009] Preferably, the green light on time of the auxiliary signal light is earlier than the green light on time of the main left turn signal light, and the advance time t1 is: t1=L1 / v1, wherein v1 is the average speed of vehicles waiting at the first stop line to travel to the intersection; the green light end time of the auxiliary signal light is earlier than the green light end time of the main left turn signal light, and the advance time t1ˊ satisfies: t1≤t1ˊ≤t1+t3, wherein t3 is the green light duration of the main left turn signal light; the green light start time of the lane change signal light is the green light end time of the auxiliary signal light, and the green light end time of the lane change signal light is the green light start time of the main through signal light; such an arrangement can ensure that the green light of the main left turn signal light at the intersection can just light up when the first left-turning vehicle runs to the intersection, thereby maximizing the left-turn traffic efficiency; in addition, since the green light of the auxiliary signal light ends in advance, it can avoid the last left-turning vehicle being blocked in front of the stop line of the corresponding left-turn lane, affecting the lane borrowing of through vehicles in the next cycle.
[0010] The present invention also provides another road structure, comprising an entrance lane heading to an intersection and a main signal light located at the intersection; the entrance lane comprises a left-turn lane and a first through lane adjacently arranged on the right side of the left-turn lane; the main signal light comprises a main through signal light for controlling the passage of each through lane and a main left-turn signal light for controlling the passage of the left-turn lane; a left-turn lane changing intersection is provided between the left-turn lane and the adjacent first through lane, the left-turn lane changing intersection is used for left-turn vehicles in the left-turn lane to change lanes and enter the first through lane; a second lane changing signal light is provided at the left-turn lane changing intersection; a There is a first stop line for giving way to lane-changing vehicles, and an auxiliary signal light for controlling straight-moving vehicles is arranged at the first stop line; the present invention adds a left-turning vehicle lane-changing intersection between the left-turn lane and the adjacent straight-moving lane, and uses a second lane-changing signal light to control the lane-changing timing of the left-turning vehicle in the left-turn lane, and uses the auxiliary signal light to control the parking timing of the straight-moving vehicle in the straight-moving lane, so as to avoid the left-turning vehicle after the lane change from colliding with the straight-moving vehicle in the original lane, and ensure that the left-turning vehicle after the lane change can pass through the intersection smoothly, thereby improving the traffic efficiency of the left-turning vehicle on the basis of improving the utilization rate of the straight-moving lane, and avoiding traffic obstruction caused by too many left-turning vehicles.
[0011] Preferably, at least one second through lane is arranged adjacent to the right side of the first through lane, and a second auxiliary lane-changing intersection is arranged between the two adjacent through lanes for lane-changing vehicles to pass through; a second stop line is arranged on the second through lane for giving way to lane-changing vehicles, and the distance from the second stop line to the intersection is not greater than the distance from the first stop line to the intersection; the auxiliary signal lights are used to control the passage of through vehicles at each stop line; the present application diverts a portion of left-turning vehicles that change lanes to the first through lane to each second through lane through the second auxiliary lane-changing intersection, so that the vehicles can turn left through the intersection with the help of the corresponding second through lane. Such a setting can enable more left-turning vehicles to complete the lane change and further improve the passage efficiency of left-turning vehicles.
[0012] Preferably, the distance L2 from the first stop line to the intersection is: L2 = η2×(m×d1+(m-1)×d2); wherein η2 is the second correction coefficient, m is the average number of vehicles passing through the intersection via a single left-turn lane in a single traffic cycle, d1 is the average vehicle length, and d2 is the average distance between two adjacent vehicles when waiting for passage at the intersection; the present application determines the number of left-turning vehicles that need to use the left-turn lane based on the average number of vehicles passing through the intersection via the left-turn lane in a single traffic cycle; and then determines the location of the lane change intersection for left-turning vehicles based on the number of left-turning vehicles that need to use the left-turn lane to ensure that all left-turning vehicles that need to use the left-turn lane can pass through the intersection smoothly within a traffic cycle.
[0013] Preferably, the green light on time of the auxiliary signal light is earlier than the green light on time of the main through signal light, and the advance time t2 is: t2=L2 / v1, wherein v1 is the average speed of vehicles waiting at the first stop line to travel to the intersection; the green light end time of the auxiliary signal light is earlier than the green light end time of the main through signal light, and the advance time t2ˊ satisfies: t2≤t2ˊ≤t2+t4, wherein t4 is the green light duration of the main through signal light; the green light start time of the lane change signal light is the green light end time of the auxiliary signal light, and the green light end time of the lane change signal light is the green light start time of the main left turn signal light; such an arrangement can ensure that when the first through vehicle runs to the intersection, the green light of the main through signal light at the intersection can just light up, thereby maximizing the through traffic efficiency; in addition, since the green light of the auxiliary signal light ends in advance, it can avoid the last through vehicle being blocked in front of the stop line of the corresponding through lane, affecting the next cycle of left-turning vehicles borrowing the lane.
[0014] As described above, a road structure of the present invention has the following beneficial effects:
[0015] (1) When there are many straight-moving vehicles, the present application adds a lane-changing intersection for straight-moving vehicles between the straight-moving lane and the adjacent first left-turn lane, and uses a first lane-changing signal light to control the lane-changing timing of straight-moving vehicles in the straight-moving lane, and uses an auxiliary signal light to control the stopping timing of left-turning vehicles in the left-turn lane, so as to avoid conflicts between straight-moving vehicles after changing lanes and left-turning vehicles in the original lane, and ensure that straight-moving vehicles after changing lanes can pass through the intersection smoothly, thereby improving the traffic efficiency of straight-moving vehicles on the basis of improving the utilization rate of the left-turn lane, and avoiding traffic obstruction caused by too many straight-moving vehicles; in addition, if a second left-turn lane is adjacent to the left side of the first left-turn lane, a first auxiliary lane-changing intersection can be added between the two adjacent left-turn lanes, so as to use the first auxiliary lane-changing intersection to divert some straight-moving vehicles that have changed lanes to the first left-turn lane to the second left-turn lane for passage, so as to improve the traffic efficiency of straight-moving vehicles.
[0016] (2) When there are many left-turning vehicles, the present application adds a left-turning lane change intersection between the left-turn lane and the adjacent first through lane, and uses a second lane change signal light to control the lane change timing of left-turning vehicles in the left-turn lane, and uses an auxiliary signal light to control the stopping timing of straight-moving vehicles in the through lane, so as to avoid conflicts between left-turning vehicles after changing lanes and straight-moving vehicles in the original lane, and ensure that left-turning vehicles after changing lanes can pass through the intersection smoothly, thereby improving the traffic efficiency of left-turning vehicles on the basis of improving the utilization rate of the through lane, and avoiding traffic obstruction caused by too many left-turning vehicles; in addition, if a second through lane is adjacent to the right side of the first through lane, a second auxiliary lane change intersection can be added between the two adjacent through lanes, so as to use the second auxiliary lane change intersection to divert some straight-moving vehicles that change lanes to the first through lane to the second through lane for passage, so as to improve the traffic efficiency of left-moving vehicles. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 It is a plan view of a road structure in one embodiment of the present invention.
[0018] Figure 2 It is a plan view of a road structure in another embodiment of the present invention.
[0019] Figure 3 It is a plan view of a road structure in another embodiment of the present invention.
[0020] Description of Reference Numerals
[0021] Entrance lane 1, through lane 11, first left turn lane 12, second left turn lane 13, left turn lane 14, first through lane 15, second through lane 16, straight and right turn combined lane 17, main through signal light 21, main left turn signal light 22, through lane changing intersection 31, first lane changing signal light 311, left turn lane changing intersection 32, second lane changing signal light 321, first stop line 41, auxiliary signal light 411, second stop line 42, first auxiliary lane changing intersection 51, second auxiliary lane changing intersection 52. DETAILED DESCRIPTION
[0022] The following is a description of the implementation of the present invention by means of specific embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.
[0023] See also Figure 1 , Figure 2 and Figure 3 . It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no substantial technical significance. Any modification of the structure, change in the proportional relationship, or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the effects and purposes that can be achieved by the present invention. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of the present invention. Changes or adjustments in their relative relationships should also be regarded as the scope of the implementation of the present invention without substantially changing the technical content.
[0024] Embodiment 1
[0025] like Figure 1As shown, this embodiment provides a road structure, including an entrance lane 1 heading to an intersection and a main signal light located at the intersection; wherein the entrance lane 1 includes a through lane 11 and a first left-turn lane 12 adjacent to the left side of the through lane 11; the main signal light includes a main through signal light 21 and a main left-turn signal light 22, and the main through signal light 21 is used to control the timing of through vehicles passing through the intersection, and the main left-turn signal light 22 is used to control the timing of left-turn vehicles passing through the intersection.
[0026] When there are more straight-moving vehicles and fewer left-turning vehicles, the straight-moving lane will be congested, while the left-turning lane will not be fully utilized. Based on this, in this embodiment, a straight-moving vehicle lane change intersection 31 is set between the straight-moving lane 11 and the adjacent first left-turn lane 12, and a first lane change signal light 311 is set at the straight-moving vehicle lane change intersection 31 to instruct the straight-moving vehicles in the straight-moving lane 11 to change lanes into the first left-turn lane 12 in a timely manner, and then go straight through the intersection via the first left-turn lane 12. In order to avoid conflicts between lane-changing vehicles (i.e., straight-moving vehicles that change lanes to the first left-turn lane 12) and left-turning vehicles in the first left-turn lane 12, thereby affecting the straight-moving efficiency and driving safety of lane-changing vehicles, a first stop line 41 for giving way to lane-changing vehicles is required to be set on the first left-turn lane 12, and an auxiliary signal light 411 is set at the first stop line 41. The auxiliary signal light 411 is used to control the timing of left-turning vehicles passing through the first stop line 41.
[0027] The intersections involved in this embodiment include but are not limited to cross intersections and T-intersections, which are not limited to this; when at least one second left-turn lane 13 is adjacent to the left side of the first left-turn lane 12, a first auxiliary lane-changing intersection 51 may be set between the two adjacent left-turn lanes, and a second stop line 42 for giving way to lane-changing vehicles may be set on each second left-turn lane 13, so that part of the straight-moving vehicles that have changed lanes to the first left-turn lane 12 can be diverted to each second left-turn lane 13 by using the first auxiliary lane-changing intersection 51, and pass through the intersection straight through the corresponding second left-turn lanes 13; in this way, the straight-moving efficiency of lane-changing vehicles can be further improved; in order to avoid conflicts between lane-changing vehicles and left-turning vehicles in the lane after the lane change, the distance from the second stop line 42 to the intersection is not greater than the distance from the first stop line 41 to the intersection, and the auxiliary signal light 411 is used to control the passage of left-turning vehicles at each stop line.
[0028] It is understandable that the first stop line 41 and the second stop line 42 can be aligned (ie, located on the same straight line) or staggered, and there is no limitation on this. In order to reduce the difficulty of continuous lane change, the stop lines in this embodiment are preferably staggered.
[0029] In order to facilitate the driver to identify the traffic rules at the lane change intersection, the first lane change signal light 311 includes a green light on mode and a green light off mode; the auxiliary signal light 411 includes a green light on mode and a green light off mode.
[0030] It is understandable that the location of the first stop line 41 needs to be determined comprehensively based on the average number of vehicles n passing through the intersection via a single straight lane in a single traffic cycle, the average length of the vehicle d1, and the average distance d2 between two adjacent vehicles when waiting to pass through the intersection, so that all straight vehicles borrowing the lane in a single traffic cycle can pass through the intersection. Specifically, the distance L1 from the first stop line 41 to the intersection satisfies: L1≤η1×(n×d1+(n-1)×d2); wherein η1 is the first correction coefficient, which is generally 60% to 90%, and can be selected according to the straight traffic pressure (under normal traffic conditions, the lower the average speed of straight vehicles passing through the intersection during peak hours than the maximum speed of straight vehicles passing through the intersection, the more congested it is); n is the average number of vehicles passing through the intersection via a single straight lane in a single traffic cycle; d1 is the average length of the vehicle; d2 is the average distance between two adjacent vehicles when waiting to pass through the intersection. In this embodiment, the distance L1 = η1×(n×d1+(n-1)×d2) is used to maximize the number of vehicles changing lanes, thereby improving the straight-traveling rate.
[0031] As a preferred design, the green light of the auxiliary signal light 411 needs to be turned on earlier than the green light of the main left turn signal light 22, and the advance time is t1, which satisfies: t1 = L1 / v1, where v1 is the average speed of the vehicles waiting at the first stop line 41 to travel to the intersection; in this way, it can be ensured that when the first left-turning vehicle arrives at the intersection, the green light of the main left-turn signal light 21 can just light up, ensuring that the left-turning vehicle can pass through the intersection smoothly; the green light end time of the auxiliary signal light 411 needs to be advanced At the end time of the green light of the main left turn signal light 22, and the advance time t1ˊ satisfies: t1≤t1ˊ≤t1+t3, where t3 is the green light duration of the main left turn signal light 22; before the green light of the auxiliary signal light 411 ends, the last left-turning vehicle passing the stop line 41 can smoothly pass through the intersection before the green light of the main left turn signal light 22 ends; after the green light of the auxiliary signal light 411 ends, a yellow light can be set as needed, and the duration of the yellow light is not greater than the duration of the yellow light of the main left turn signal light 22. After the yellow light ends, the auxiliary signal light 411 turns red, and the end time of the red light of the auxiliary signal light 411 is the start time of the green light of the auxiliary signal light 411 in the next cycle; in this embodiment, the advance time t1ˊ is preferably the minimum value.
[0032] The green light start time of the lane change signal light 311 is the green light end time of the auxiliary signal light 411 (when the auxiliary signal light 411 is set to yellow, it is the yellow light end time), and the green light end time of the lane change signal light 311 is the green light start time of the main through signal light 21. The last 2-4 seconds of the green light of the lane change signal light 311 can be set to yellow light or flashing green light, and then the lane change signal light 311 turns red; the red light end time of the lane change signal light 311 is the green light start time of the lane change signal light 311 in the next cycle.
[0033] As can be seen from the above, in this embodiment, a straight-going vehicle lane change intersection 31 is added between the straight lane 11 and the adjacent first left-turn lane 12, and the first lane change signal light 311 is used to control the lane change timing of the straight-going vehicle in the straight lane 11, and the auxiliary signal light 411 is used to control the parking timing of the left-turn vehicle in the left-turn lane, so as to avoid the straight-going vehicle after the lane change from colliding with the left-turn vehicle in the original lane, and ensure that the straight-going vehicle after the lane change can pass through the intersection smoothly, which can not only improve the utilization rate of the left-turn lane, but also improve the traffic efficiency of the straight-going vehicle and improve the overall fluidity of the lane.
[0034] Embodiment 2
[0035] like Figure 2 As shown, this embodiment provides a road structure, including an entrance lane 1 heading to an intersection and a main signal light located at the intersection; wherein the entrance lane 1 includes a first left-turn lane 12 and a straight-going right-turn shared lane 17 adjacent to the right side of the first left-turn lane 12; the main signal light includes a main straight-going signal light 21 and a main left-turn signal light 22, and the main straight-going signal light 21 is used to control the timing of straight-going vehicles passing through the intersection, and the main left-turn signal light 22 is used to control the timing of left-turning vehicles passing through the intersection.
[0036] When there are many straight-going vehicles and fewer left-turning vehicles, the straight-going right-turn combined lane 17 will be congested, while the first left-turn lane 12 will not be fully utilized. Based on this, in this embodiment, a straight-going vehicle lane change intersection 31 is set between the first left-turn lane 12 and the adjacent straight-going right-turn combined lane 17, and a first lane change signal light 311 is set at the straight-going vehicle lane change intersection 31 to indicate that the straight-going vehicles in the straight-going right-turn combined lane 17 change lanes in time to enter the first left-turn lane 12, and then go straight through the intersection via the first left-turn lane 12. In order to avoid a conflict between a lane-changing vehicle (i.e., a straight-going vehicle that changes lanes to the first left-turn lane 12) and a left-turning vehicle in the first left-turn lane 12, thereby affecting the straight-going traffic efficiency and driving safety of the lane-changing vehicles, a first stop line 41 for giving way to the lane-changing vehicle needs to be set on the first left-turn lane 12, and an auxiliary signal light 411 is set at the first stop line 41. The auxiliary signal light 411 is used to control the timing of the left-turning vehicle passing the first stop line 41.
[0037] The intersection involved in this embodiment is a cross intersection.
[0038] In order to facilitate the driver to identify the traffic rules at the lane change intersection, the first lane change signal light 311 includes a green light on mode and a green light off mode; the auxiliary signal light 411 includes a green light on mode and a green light off mode.
[0039] It is understandable that the location of the first stop line 41 needs to be determined comprehensively based on the average number of vehicles n passing through the intersection via a single straight lane in a single traffic cycle, the average length of the vehicle d1, and the average distance d2 between two adjacent vehicles when waiting to pass through the intersection, so that all straight vehicles borrowing the lane in a single traffic cycle can pass through the intersection. Specifically, the distance L1 from the first stop line 41 to the intersection satisfies: L1≤η1×(n×d1+(n-1)×d2); wherein η1 is the first correction coefficient, which is generally 60% to 90%, and can be selected according to the straight traffic pressure (under normal traffic conditions, the lower the average speed of straight vehicles passing through the intersection during peak hours than the maximum speed of straight vehicles passing through the intersection, the more congested it is); n is the average number of vehicles passing through the intersection via a single straight lane in a single traffic cycle; d1 is the average length of the vehicle; d2 is the average distance between two adjacent vehicles when waiting to pass through the intersection. In this embodiment, the distance L1 = η1×(n×d1+(n-1)×d2) is used to maximize the number of vehicles changing lanes, thereby improving the straight-traveling rate.
[0040] As a preferred design, the green light on time of the auxiliary signal light 411 needs to be ahead of the green light on time of the main left turn signal light 22 by a time t1, satisfying: t1=L1 / v1, wherein v1 is the average speed of vehicles waiting at the first stop line 41 to travel to the intersection; in this way, it can be ensured that when the first left-turning vehicle arrives at the intersection, the green light of the main left-turn signal light 21 can just light up, ensuring that the left-turning vehicle can pass through the intersection smoothly; the green light end time of the auxiliary signal light 411 needs to be ahead of the green light end time of the main left-turn signal light 22, and the advance time t1ˊ satisfies: t1≤t1ˊ≤t1+t3, wherein t3 is the green light duration of the main left-turn signal light 22; ensuring that before the green light of the auxiliary signal light 411 ends, the last left-turning vehicle passing the stop line 41 can pass through the intersection smoothly before the green light of the main left-turn signal light 22 ends. After the auxiliary signal light 411 turns green, a yellow light can be set as needed, and the duration of the yellow light is not greater than the duration of the yellow light of the main left turn signal light 22. After the yellow light turns off, the auxiliary signal light 411 turns red, and the end time of the red light of the auxiliary signal light 411 is the start time of the green light of the auxiliary signal light 411 in the next cycle. In this embodiment, the advance time t1ˊ is preferably the minimum value.
[0041] The green light start time of the lane change signal light 311 is the green light end time of the auxiliary signal light 411 (when the auxiliary signal light 411 is set to yellow, it is the yellow light end time), and the green light end time of the lane change signal light 311 is the green light start time of the main straight signal light 21. The last 2-4 seconds of the green light of the lane change signal light 311 can be set to yellow light or flashing green light. Then, the lane change signal light 311 turns red, and the red light end time of the lane change signal light 311 is the green light start time of the lane change signal light 311 in the next cycle.
[0042] As can be seen from the above, in this embodiment, a straight-going vehicle lane change intersection 31 is added between the straight-going right-turn shared lane 17 and the adjacent first left-turn lane 12, and the first lane change signal light 311 is used to control the lane change timing of the straight-going vehicle in the straight-going right-turn shared lane 17, and the auxiliary signal light 411 is used to control the parking timing of the left-turn vehicle in the first left-turn lane 12, so as to avoid the straight-going vehicle after the lane change from colliding with the left-turn vehicle in the first left-turn lane 12, and ensure that the straight-going vehicle after the lane change can pass through the intersection smoothly, which can not only improve the utilization rate of the left-turn lane, but also improve the traffic efficiency of the straight-going vehicle and improve the overall fluidity of the lane.
[0043] Embodiment 3
[0044] like Figure 3 As shown, this embodiment provides a road structure, including an entrance lane 1 heading to an intersection and a main signal light located at the intersection; wherein the entrance lane 1 includes a left-turn lane 14 and a first through lane 15 adjacent to the right side of the left-turn lane 14; the main signal light includes a main through signal light 21 and a main left-turn signal light 22, and the main through signal light 21 is used to control the timing of through vehicles passing through the intersection, and the main left-turn signal light 22 is used to control the timing of left-turn vehicles passing through the intersection.
[0045] When there are more left-turning vehicles and fewer through-going vehicles, the left-turn lane will be congested, while the through-going lane will not be fully utilized. Based on this, in this embodiment, a left-turning lane changing intersection 32 is set between the left-turn lane 14 and the adjacent first through-going lane 15, and a second lane changing signal light 321 is set at the left-turning lane changing intersection 32 to instruct the left-turning vehicles in the left-turn lane 14 to change lanes in time and enter the first through-going lane 15, and then turn left through the intersection via the first through-going lane 15. In order to avoid conflicts between lane-changing vehicles (i.e., left-turning vehicles that change lanes to the first through-going lane 15) and through-going vehicles in the first through-going lane 15, thereby affecting the left-turn traffic efficiency and driving safety of lane-changing vehicles, a first stop line 41 for giving way to lane-changing vehicles is required to be set on the first through-going lane 15, and an auxiliary signal light 411 is set at the first stop line 41. The auxiliary signal light 411 is used to control the timing when through-going vehicles pass the first stop line 41.
[0046] The intersections involved in this embodiment include but are not limited to cross intersections and T-intersections, which are not limited to this; when at least one second through lane 16 is arranged adjacent to the right side of the first through lane 15, a second auxiliary lane-changing intersection 52 may be arranged between the two adjacent through lanes, and a second stop line 42 for giving way to lane-changing vehicles may be arranged on each second through lane 16, so that part of the through vehicles that have changed lanes to the first through lane 15 may be diverted to each second through lane 16 by the second auxiliary lane-changing intersection 52, and the through vehicles may turn left through the intersection through the corresponding second through lane 16; in this way, the left-turn traffic efficiency of the lane-changing vehicles may be further improved; in order to avoid a conflict between the lane-changing vehicle and the through vehicles in the lane after the lane change, the distance from the second stop line 42 to the intersection is not greater than the distance from the first stop line 41 to the intersection, and the auxiliary signal light 411 is used to control the passage of through vehicles at each stop line.
[0047] It is understandable that the first stop line 41 and the second stop line 42 can be aligned (ie, located on the same straight line) or staggered, and there is no limitation on this. In order to reduce the difficulty of continuous lane change, the stop lines in this embodiment are preferably staggered.
[0048] In order to facilitate the driver to identify the traffic rules at the lane change intersection, the second lane change signal light 321 includes a green light on mode and a green light off mode; the auxiliary signal light 411 includes a green light on mode and a green light off mode.
[0049] It is understandable that the location of the first stop line 41 needs to be determined comprehensively based on the average number of vehicles m passing through the intersection via a single left-turn lane in a single traffic cycle, the average length of the vehicle d1, and the average distance d2 between two adjacent vehicles when waiting for passage at the intersection, so that all left-turning vehicles borrowing the lane in a single traffic cycle can pass through the intersection. Specifically, the spacing L2 from the first stop line 41 to the intersection satisfies: L2≤η2×(m×d1+(m-1)×d2); wherein η2 is the second correction coefficient, which is generally 60% to 90%, and can be selected according to the left-turn traffic pressure (under normal traffic conditions, the lower the average speed of left-turning vehicles passing through the intersection during peak hours than the maximum speed of left-turning vehicles passing through the intersection, the more congested it is); m is the average number of vehicles passing through the intersection via a single left-turn lane in a single traffic cycle; d1 is the average length of the vehicle; d2 is the average distance between two adjacent vehicles when waiting for passage at the intersection. In this embodiment, the spacing L2=η2×(m×d1+(m-1)×d2) is used to maximize the number of vehicles changing lanes, thereby improving the left-turn rate.
[0050] As a preferred design, the green light on time of the auxiliary signal light 411 needs to be earlier than the green light on time of the main through signal light 21, and the advance time is t2, satisfying: t2=L2 / v1, wherein v1 is the average speed of the vehicles waiting at the first stop line 41 to travel to the intersection. In this way, it can be ensured that when the first through vehicle arrives at the intersection, the green light of the main through signal light 21 can just light up, ensuring that the through vehicle can pass through the intersection smoothly; the green light end time of the auxiliary signal light 411 needs to be earlier than the green light end time of the main through signal light 21, and the advance time t2ˊ satisfies: t2≤t2ˊ≤t2+t4, wherein t4 is the green light duration of the main through signal light 21, ensuring that before the green light of the auxiliary signal light 411 ends, the last through vehicle passing the stop line 41 can pass through the intersection smoothly before the green light of the main through signal light 21 ends. After the auxiliary signal light 411 turns green, a yellow light can be set as needed, and the duration of the yellow light is not greater than the duration of the yellow light of the main straight signal light 22. After the yellow light turns off, the auxiliary signal light 411 turns red, and the end time of the red light of the auxiliary signal light 411 is the start time of the green light of the auxiliary signal light 411 in the next cycle. In this embodiment, the advance time t2ˊ is preferably the minimum value.
[0051] The green light start time of the lane change signal light 311 is the green light end time of the auxiliary signal light 411 (when the auxiliary signal light 411 is set to yellow, it is the yellow light end time), and the green light end time of the lane change signal light 311 is the green light start time of the main left turn signal light 22. The last 2-4 seconds of the green light of the lane change signal light 311 can be set to yellow light or flashing green light. Then, the lane change signal light 311 turns red; the red light end time of the lane change signal light 311 is the green light start time of the lane change signal light 311 in the next cycle.
[0052] As can be seen from the above, in this embodiment, a left-turn lane changing intersection 32 is added between the left-turn lane 14 and the adjacent first through lane 15, and the second lane changing signal light 321 is used to control the lane changing timing of the left-turn vehicle in the left-turn lane, and the auxiliary signal light 411 is used to control the stopping timing of the straight-moving vehicle in the through lane 14, so as to avoid the left-turning vehicle after the lane change from colliding with the straight-moving vehicle in the original lane, and ensure that the left-turning vehicle after the lane change can pass through the intersection smoothly, which can not only improve the utilization rate of the through lane, but also improve the traffic efficiency of the left-turning vehicle and improve the overall fluidity of the lane.
[0053] In summary, the present invention effectively overcomes various shortcomings in the prior art and has high industrial utilization value.
[0054] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.
[0055] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.
Claims
1. A road structure, comprising an entrance lane (1) leading to an intersection and a main signal light located at the intersection; the entrance lane (1) comprises a through lane (11) and a first left-turn lane (12) adjacent to the left side of the through lane (11); the main signal light comprises a main through signal light (21) for controlling through vehicles and a main left-turn signal light (22) for controlling left-turn vehicles; characterized in that: A through-the-way lane (11) and a first left-turn lane (12) disposed adjacent thereto are provided with a through-the-way lane change opening (31), wherein the through-the-way lane change opening (31) is used for a through-the-way vehicle on the through-the-way lane (11) to change lanes and enter the first left-turn lane (12); a first lane change signal light (311) is disposed at the through-the-way lane change opening (31); a first stop line (41) for giving way to lane-changing vehicles is disposed on the first left-turn lane (12), and an auxiliary signal light (411) for controlling left-turning vehicles is disposed at the first stop line (41).
2. A road structure according to claim 1, characterized in that: The through lane (11) is replaced by a through-right turn shared lane (17).
3. A road structure according to claim 1, characterized in that: At least one second left-turn lane (13) is arranged adjacent to the left side of the first left-turn lane (12), and a first auxiliary lane-changing intersection (51) for lane-changing vehicles to pass is arranged between the two adjacent left-turn lanes; a second stop line (42) for giving way to lane-changing vehicles is arranged on the second left-turn lane (13), and the distance between the second stop line (42) and the intersection is not greater than the distance between the first stop line (41) and the intersection; the auxiliary signal light (411) is used to control the passage of left-turning vehicles at each stop line.
4. A road structure according to claim 3, characterized in that: The stop lines are arranged in staggered positions.
5. A road structure according to claim 1 or 2 or 3 or 4, characterized in that: The distance L1 from the first stop line (41) to the intersection is: L1=η1×(n×d1+(n-1)×d2); wherein η1 is the first correction coefficient, n is the average number of vehicles passing through the intersection via a single straight lane in a single traffic cycle, d1 is the average length of the vehicle, and d2 is the average distance between two adjacent vehicles when waiting to pass through the intersection.
6. A road structure according to claim 5, characterized in that: The green light on time of the auxiliary signal light (411) is earlier than the green light on time of the main left turn signal light (22), and the advance time t1 is: t1 = L1 / v1, wherein v1 is the average speed of vehicles waiting at the first stop line (41) to travel to the intersection; the green light end time of the auxiliary signal light (411) is earlier than the green light end time of the main left turn signal light (22), and the advance time t1ˊ satisfies: t1≤t1ˊ≤t1+t3, wherein t3 is the green light duration of the main left turn signal light (22); the green light start time of the lane change signal light (311) is the green light end time of the auxiliary signal light (411), and the green light end time of the lane change signal light (311) is the green light start time of the main straight signal light (21).
7. A road structure, comprising an entrance lane (1) leading to an intersection and a main signal light located at the intersection; the entrance lane (1) comprises a left-turn lane (14) and a first through lane (15) adjacent to the right side of the left-turn lane (14); the main signal light comprises a main through signal light (21) for controlling the passage of each through lane and a main left-turn signal light (22) for controlling the passage of the left-turn lane; characterized in that: A left-turn lane (32) is provided between the left-turn lane (14) and an adjacent first straight lane (15), and the left-turn lane (32) is used for allowing left-turning vehicles in the left-turn lane (14) to change lanes and enter the first straight lane (15); a second lane-changing signal light (321) is provided at the left-turn lane (32); a first stop line (41) for giving way to lane-changing vehicles is provided on the first straight lane (15), and an auxiliary signal light (411) for controlling straight-moving vehicles is provided at the first stop line (41).
8. A road structure according to claim 7, characterized in that: At least one second straight lane (16) is arranged adjacent to the right side of the first straight lane (15), and a second auxiliary lane-changing intersection (52) for lane-changing vehicles to pass is arranged between the two adjacent straight lanes; a second stop line (42) for giving way to lane-changing vehicles is arranged on the second straight lane (16), and the distance between the second stop line (42) and the intersection is not greater than the distance between the first stop line (41) and the intersection; the auxiliary signal light (411) is used to control the passage of straight vehicles at each stop line.
9. A road structure according to claim 7 or 8, characterized in that: The distance L2 from the first stop line (41) to the intersection is: L2=η2×(m×d1+(m-1)×d2); wherein η2 is the second correction coefficient, m is the average number of vehicles passing through the intersection via a single left-turn lane in a single traffic cycle, d1 is the average length of the vehicle, and d2 is the average distance between two adjacent vehicles when waiting to pass through the intersection.
10. A road structure according to claim 9, characterized in that: The green light on time of the auxiliary signal light (411) is earlier than the green light on time of the main straight signal light (21), and the advance time t2 is: t2 = L2 / v1, wherein v1 is the average speed of vehicles waiting at the first stop line (41) to travel to the intersection; the green light end time of the auxiliary signal light (411) is earlier than the green light end time of the main straight signal light (21), and the advance time t2ˊ satisfies: t2≤t2ˊ≤t2+t4, wherein t4 is the green light duration time of the main straight signal light (21); the green light start time of the lane change signal light (311) is the green light end time of the auxiliary signal light (411), and the green light end time of the lane change signal light (311) is the green light start time of the main left turn signal light (22).