Road structure for tailgating passage based on way-giving lines
By adding lane-changing exits between the first lane and the second lane at the intersection of the road and using lane-changing signal lights, the problem of straight or left-turning vehicles occupying the common lane to block the passage of right-turning vehicles, and improving the traffic efficiency of right-turning vehicles.
Patent Information
- Application Number
- CN202411759505.6
- 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
At the intersection of urban roads, when vehicles traveling directly or turning left occupy the shared lane, it blocks the right-turning vehicle, affects the right-turning traffic efficiency, and when there are too many vehicles on the right, it indirectly affects the traffic efficiency of vehicles traveling directly or turning left.
A lane change exit is added between the first lane and the adjacent second lane, and a lane change signal light is used to control the lane change timing of vehicles in the second lane, ensuring that vehicles after lane change can pass through the intersection smoothly, thereby improving the traffic efficiency of the right-turned vehicle.
On the basis of not reducing the traffic efficiency of vehicles in the second lane driving direction, the traffic efficiency of vehicles turning right is improved and the impact on the traffic of vehicles turning straight or left is reduced.
Smart Images
Figure CN119640642A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of road traffic, and in particular relates to a road structure based on a yield line for passing by detour. Background Art
[0002] With the rapid development of economy, the number of motor vehicles has increased dramatically, and urban traffic problems have become increasingly prominent. How to reasonably and efficiently use limited road resources to improve traffic efficiency has become one of the important measures to solve road congestion. At urban road intersections, when the right-turn traffic volume is not large or the spatial resources of the intersection are limited, in order to make better use of road resources, the straight-through right-turn shared lane or the left-turn right-turn shared lane is often used. However, right-turn vehicles are not controlled by traffic lights, while straight-through vehicles or left-turn vehicles need to pass (i.e., go straight or turn left) or stop according to traffic lights. Therefore, in the use of the straight-through right-turn shared lane or the left-turn right-turn shared lane, straight-through vehicles or left-turn right-turn shared lanes often occupy the shared lanes, thereby blocking the passage of right-turn vehicles, which greatly affects the right-turn traffic efficiency; in addition, when the straight-through green light or the left-turn green light is on, if there are more right-turn vehicles in the shared lane, it will also indirectly affect the traffic efficiency of straight-through vehicles or left-turn vehicles. 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 based on the yield line for passing through the lane, which can fully utilize the lane and improve the passing efficiency of vehicles.
[0004] To achieve the above-mentioned purpose and other related purposes, the present invention provides a road structure based on yield line passage, including an entrance lane heading to an intersection and a signal light located at the intersection; the entrance lane includes a first lane and a second lane adjacent to the left side of the first lane, and the signal light is used to control the passage of vehicles in the driving direction of the second lane; when the first lane is a combined lane for straight driving and right turning, the second lane is a straight driving lane; when the first lane is a combined lane for left turning and right turning, the second lane is a left turning lane; a lane changing intersection is provided between the first lane and the adjacent second lane, and the lane changing intersection is used for vehicles in the second lane to change lanes and enter the first lane; a yield line is provided on the first lane for vehicles changing lanes, and the yield line is a stop yield line or a slowdown yield line; the present application adds a lane changing intersection between the first lane and the adjacent second lane to improve the passage efficiency of right-turning vehicles without reducing the passage efficiency of vehicles in the direction of the second lane.
[0005] Preferably, a downstream guide sign that does not include the driving direction of the second lane is provided downstream of the yield line on the first lane.
[0006] Preferably, a downstream guide sign including the driving direction of the second lane is provided downstream of the yield line on the first lane; a no parking sign or a no parking sign for vehicles in the driving direction of the second lane is provided upstream of the yield line to avoid affecting the traffic efficiency of right-turning vehicles in the first lane.
[0007] Preferably, the distance L1 from the yield line to the intersection satisfies: L1≤η1×L0; wherein L0 is the maximum queue length of vehicles that can be dissipated by a single second lane within the green light duration t1 of the signal light in a single traffic signal cycle; η1 is a correction coefficient; the present application determines the position of the lane change intersection based on the maximum queue length L0 that can be dissipated by the second lane within the green light duration t1 of the signal light, so as to avoid the problem that the lane change intersection is too far from the intersection, resulting in the inability of lane-changing vehicles to pass through the intersection in time.
[0008] Preferably, a lane change signal light is set at the lane change intersection; the green light start time of the lane change signal light is ahead of the green light start time of the signal light, and the advance time t2 is: t2 = L1 / v1, where v1 is the average speed of the vehicle traveling to the intersection after changing lanes. This setting can ensure that the green light of the signal light at the intersection can just light up when the first lane-changing vehicle runs to the intersection, thereby maximizing the traffic efficiency of vehicles in the driving direction of the second lane and minimizing the impact on the traffic of right-turning vehicles.
[0009] Preferably, the green light end time of the lane change signal light is the green light start time of the signal light, so as to avoid the last lane-changing vehicle being stuck in the second lane.
[0010] As described above, the road structure based on the yield line for passing through the road of the present invention has the following beneficial effects:
[0011] The present application adds a lane change intersection between the first lane and the adjacent second lane, and uses a lane change signal light to control the lane change timing of vehicles in the second lane to ensure that the vehicles can pass through the intersection smoothly after changing lanes, thereby improving the traffic efficiency of right-turning vehicles without reducing the traffic efficiency of vehicles in the driving direction of the second lane. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Figure 1 This is a schematic plan view of the road structure when no parking prohibition sign is set in the first embodiment of the present invention.
[0013] Figure 2 This is a schematic plan view of a road structure when a no parking sign is set for vehicles in the first embodiment of the present invention.
[0014] Figure 3 This is a schematic plan view of the road structure when no parking prohibition sign is set in the second embodiment of the present invention.
[0015] Figure 4 This is a schematic plan view of a road structure when a no parking sign is set in the second embodiment of the present invention.
[0016] Description of Reference Numerals
[0017] Import lane 1, straight going and right turn shared lane 11, straight going lane 12, left turn and right turn shared lane 13, left turn lane 14, traffic light 2, lane change intersection 3, lane change signal light 4, stop and yield line 5. DETAILED DESCRIPTION
[0018] 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.
[0019] See also Figures 1 to 4 . 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.
[0020] Embodiment 1
[0021] like Figure 1 and Figure 2 As shown, the first embodiment provides a road structure based on the yield line for passing by detour, including an entrance lane 1 heading to an intersection and a signal light 2 located at the intersection; the entrance lane 1 includes a first lane and a second lane adjacent to the left side of the first lane, and the passage or stop of vehicles in the driving direction of the second lane is controlled by the signal light 2; a lane change intersection 3 is provided between the first lane and the adjacent second lane, and the lane change intersection 3 is used for vehicles in the second lane to change lanes and enter the first lane, and pass the intersection via the first lane; in the present embodiment, the first lane is a straight-ahead right-turn shared lane 11, and the second lane is a straight-ahead lane 12.
[0022] It should be noted that, on the straight-ahead right-turn shared lane 11, when a downstream guide sign including the driving direction of the straight-ahead lane 12 is provided downstream of the lane-changing intersection 3 (i.e., when a straight-ahead right-turn shared guide sign is provided), the straight-ahead right-turn shared lane 11 needs to be provided with a no-parking sign located upstream of the lane-changing intersection 3 or a no-parking sign for vehicles in the driving direction of the straight-ahead lane 12 (i.e., a no-parking sign for straight-ahead vehicles); under normal circumstances, a no-parking sign for straight-ahead vehicles is given priority; when right-turning vehicles are less affected by non-motor vehicles and pedestrians and almost do not stop at the intersection, a no-parking sign can be used to ensure that straight-ahead vehicles that mistakenly enter the straight-ahead right-turn shared lane 11 when the traffic light 2 is red can only turn right but cannot stop, thereby avoiding blocking right-turning vehicles and affecting the traffic efficiency of right-turning vehicles.
[0023] When a downstream guide sign that does not include the driving direction of the through lane 12 is provided downstream of the lane change intersection 3 (ie, only a right turn guide sign is provided), there is no need to provide a no parking sign on the through and right turn shared lane 11 .
[0024] It is worth mentioning that, in this embodiment, the upstream is the side of the lane change intersection 3 close to the intersection, and the downstream is the side of the lane change intersection 3 far from the intersection.
[0025] In this embodiment, a lane change intersection 3 is added between the straight-going right-turn shared lane 11 and the straight-going lane 12 so that vehicles in the straight-going lane 12 can pass through the intersection via the straight-going right-turn shared lane 11, thereby effectively reducing the queue of straight-going vehicles in the straight-going lane 12 and improving the straight-going traffic efficiency at the intersection.
[0026] See also Figure 1 and Figure 2 As a preferred design, a yield line for vehicles changing lanes needs to be set on the straight right turn shared lane 11, so that social vehicles on the straight right turn shared lane 11 can give way to vehicles changing lanes at the yield line, which can not only ensure that the lane-changing vehicles enter the straight right turn shared lane 11 in time and pass through the intersection smoothly through the straight right turn shared lane 11; but also improve driving safety; in this embodiment, the yield line is a stop yield line 5 or a deceleration yield line.
[0027] It is understandable that the setting position of the yield line needs to be determined based on the maximum queue length L0 of vehicles that can be dissipated in a single straight lane 12 within the green light duration t1 of the signal light 2 within a traffic cycle and the correction coefficient η1 to ensure that all vehicles changing lanes can be dissipated within a traffic cycle. Specifically, the spacing L1 from the yield line to the intersection satisfies: L1≤η1×L0; wherein L0 is the maximum queue length of vehicles that can be dissipated by a single straight lane within the green light duration t1 of signal light 2 in a single traffic cycle, which can be obtained by statistics; η1 is a correction coefficient, and its value range is 0-1, generally 60% to 90%, which can be selected according to the right-turn traffic pressure and the congestion of straight-moving vehicles; the greater the right-turn traffic pressure, the smaller the correction coefficient η1; the more congested the straight-moving vehicles are (under normal traffic conditions, the lower the average speed of straight-moving vehicles passing through the intersection during peak hours is than the maximum speed of straight-moving vehicles passing through the intersection, the more congested it is), the smaller the correction coefficient η1; with such a setting, the problem that the lane-changing intersection 3 is too far from the intersection, resulting in the inability of the lane-changing vehicles to pass through the intersection in time, can be avoided.
[0028] In this embodiment, as a preferred design, a lane change signal light 4 is provided at the lane change intersection 3 to instruct the vehicle in the straight lane 12 to change lanes in a timely manner and enter the straight-ahead right-turn shared lane 11, and to go straight through the intersection via the straight-ahead right-turn shared lane 11; the lane change signal light 4 includes a green light mode and a red light mode.
[0029] The green light start time of lane change signal light 4 must be earlier than the green light start time of signal light 2, and the advance time t2 is: t2 = L1 / v1, where v1 is the average speed of the vehicle traveling to the intersection after changing lanes. In this way, it can be ensured that the green light of signal light 2 can just light up when the first lane-changing vehicle arrives at the intersection, ensuring that the lane-changing vehicle can pass the intersection smoothly.
[0030] In this embodiment, as a preferred design, the green light end time of the lane change signal light 4 is the green light start time of the signal light 2, so as to reduce the impact of the right-turn vehicle traffic while maximizing the lane change of straight-moving vehicles in the straight lane 12 to the straight-moving and right-turn shared lane 11, thereby achieving the best straight-moving traffic rate at the intersection.
[0031] It should be noted that the last 2-4 seconds of the green light time of the lane change signal light should be set to yellow light or flashing green light to remind vehicle owners who want to change lanes.
[0032] It should be noted that the intersections involved in the present application have various structural forms, including but not limited to cross intersections or T-junctions; in the present embodiment, the intersection of the present application is preferably a cross intersection or a T-junction.
[0033] Embodiment 2
[0034] like Figure 3 and Figure 4As shown, the second embodiment provides a road structure based on the yield line for passing by detour, including an entrance lane 1 heading to an intersection and a signal light 2 located at the intersection; the entrance lane 1 includes a first lane and a second lane adjacent to the left side of the first lane, and the passage or stop of vehicles in the driving direction of the second lane is controlled by the signal light 2; a lane change intersection 3 is provided between the first lane and the adjacent second lane, and the lane change intersection 3 is used for vehicles in the second lane to change lanes into the first lane and pass through the intersection via the first lane; in the present embodiment, the first lane is a left-turn and right-turn combined lane 13, and the second lane is a left-turn lane 14.
[0035] It should be noted that, on the left-turn and right-turn combined lane 13, when a downstream guide sign including the driving direction of the left-turn lane 14 is provided downstream of the lane change intersection 3 (i.e., when a left-turn and right-turn combined guide sign is provided), the left-turn and right-turn combined lane 13 needs to be provided with a no-parking sign located upstream of the lane change intersection 3 or a no-parking sign for vehicles in the driving direction of the left-turn lane 14 (i.e., a no-parking sign for left-turn vehicles); under normal circumstances, the no-parking sign for left-turn vehicles is used first; when right-turning vehicles are less affected by non-motor vehicles and pedestrians and almost do not stop at the intersection, the no-parking sign can be used to ensure that left-turning vehicles that mistakenly enter the left-turn and right-turn combined lane 13 when the traffic light 2 is red can only turn right but not stop, thereby avoiding blocking right-turning vehicles and affecting the traffic efficiency of right-turning vehicles; when a downstream guide sign not including the driving direction of the left-turn lane 14 is provided downstream of the lane change intersection 3 (i.e., when only a right-turn guide sign is provided), there is no need to provide a no-parking sign on the left-turn and right-turn combined lane 13.
[0036] It is worth mentioning that, in this embodiment, the upstream is the side of the lane change intersection 3 close to the intersection, and the downstream is the side of the lane change intersection 3 far from the intersection.
[0037] In this embodiment, a lane change intersection 3 is added between the left-turn and right-turn combined lane 13 and the left-turn lane 14 so that vehicles in the left-turn lane 14 can pass through the intersection via the left-turn and right-turn combined lane 13, thereby effectively reducing the queue of left-turn vehicles in the left-turn lane 14 and improving the left-turn traffic efficiency at the intersection.
[0038] See also Figure 3 and Figure 4 As a preferred design, a yield line for vehicles changing lanes needs to be set on the left-turn and right-turn shared lane 13, so that social vehicles on the left-turn and right-turn shared lane 13 can give way to vehicles changing lanes at the yield line, which can not only ensure that the lane-changing vehicles enter the left-turn and right-turn shared lane 13 in time and pass through the intersection smoothly through the left-turn and right-turn shared lane 13; but also improve driving safety; in this embodiment, the yield line is a stop yield line 5 or a slowdown yield line.
[0039] It is understandable that the setting position of the yield line needs to be determined comprehensively based on the maximum queue length L0 of vehicles that can be dissipated in a single left-turn lane 14 within the green light duration t1 of the signal light 2 within a traffic cycle and the correction coefficient η1, so as to ensure that all vehicles changing lanes can be dissipated within a traffic cycle. Specifically, the spacing L1 from the yield line to the intersection satisfies: L1≤η1×L0; wherein L0 is the maximum queue length of vehicles that can be dissipated by a single left-turn lane within the green light duration t1 of signal light 2 in a single traffic cycle, which can be obtained by statistics; η1 is a correction coefficient, and its value range is 0-1, generally 60% to 90%, which can be selected according to the right-turn traffic pressure and the congestion of left-turn vehicles; the greater the right-turn traffic pressure, the smaller the correction coefficient η1; the more congested the left-turn vehicles are (under normal traffic conditions, the lower the average speed of left-turn vehicles passing through the intersection during peak hours is than the maximum speed of left-turn vehicles passing through the intersection, the more congested it is), the smaller the correction coefficient η1; with such a setting, the problem that the lane-changing intersection 3 is too far from the intersection, resulting in the inability of lane-changing vehicles to pass through the intersection in time, can be avoided.
[0040] In this embodiment, as a preferred design, a lane change signal light 4 is provided at the lane change intersection 3 to instruct the vehicle in the left turn lane 14 to change lanes in a timely manner to enter the left-turn and right-turn combined lane 13, and turn left through the intersection via the left-turn and right-turn combined lane 13; the lane change signal light 4 includes a green light mode and a red light mode.
[0041] The green light start time of lane change signal light 4 must be earlier than the green light start time of signal light 2, and the advance time t2 is: t2 = L1 / v1, where v1 is the average speed of the vehicle traveling to the intersection after changing lanes. In this way, it can be ensured that the green light of signal light 2 can just light up when the first lane-changing vehicle arrives at the intersection, ensuring that the lane-changing vehicle can pass the intersection smoothly.
[0042] In this embodiment, as a preferred design, the green light end time of the lane change signal light 4 is the green light start time of the signal light 2, so as to reduce the impact of the right-turn vehicle traffic and maximize the left-turn vehicles in the left-turn lane 14 to change lanes to the left-turn and right-turn combined lane 13 to achieve the optimal left-turn traffic rate at the intersection.
[0043] It should be noted that the last 2-4 seconds of the green light time of the lane change signal light should be set to yellow light or flashing green light to remind vehicle owners who want to change lanes.
[0044] It should be noted that the structure of the intersection involved in this implementation is a T-junction.
[0045] In summary, the present invention effectively overcomes various shortcomings in the prior art and has high industrial utilization value.
[0046] 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 for passing by using a yield line, comprising an entrance lane (1) heading to an intersection and a signal light (2) located at the intersection; the entrance lane (1) comprises a first lane and a second lane adjacent to the left side of the first lane, the signal light (2) being used to control the passage of vehicles in the second lane in the direction of travel; when the first lane is a straight-ahead and right-turning shared lane (11), the second lane is a straight-ahead lane (12); when the first lane is a left-turn and right-turning shared lane (13), the second lane is a left-turning lane (14); characterized in that: A lane change opening (3) is provided between the first lane and an adjacent second lane, and the lane change opening (3) is used for vehicles in the second lane to change lanes and enter the first lane; a yield line for vehicles changing lanes is provided on the first lane, and the yield line is a stop yield line (5) or a deceleration yield line.
2. The road structure according to claim 1, characterized in that: A downstream guide sign that does not include the driving direction of the second lane is provided downstream of the yield line on the first lane.
3. The road structure according to claim 1, characterized in that: A downstream guide sign including the driving direction of the second lane is provided downstream of the yield line on the first lane; a no-parking sign or a no-parking sign for vehicles in the driving direction of the second lane is provided upstream of the yield line.
4. A road structure based on a yield line for passing by using a lane according to any one of claims 1 to 3, characterized in that: The distance L1 between the yield line and the intersection satisfies: L1≤η1×L0; wherein L0 is the maximum queue length of vehicles that can be dissipated by a single second lane within the green light duration t1 of the signal light (2) in a single traffic signal cycle; η1 is a correction coefficient.
5. According to the road structure for passing by using a lane based on a yield line as claimed in claim 1, a lane change signal light (4) is provided at the lane change intersection (3); characterized in that: The green light start time of the lane change signal light (4) is earlier than the green light start time of the signal light (2), and the advance time t2 is: t2 = L1 / v1, wherein v1 is the average speed of the vehicle traveling to the intersection after changing lanes.
6. A road structure based on yield line for passing by traffic according to claim 5, characterized in that: The green light end time of the lane change signal light (4) is the green light start time of the signal light (2).