Tramcar network system for simplifying traffic organization

Abstract

The invention discloses a tramcar line network system for simplifying a traffic organization. The tramcar line network system comprises a plurality of one-way tramcar lines running along a road. A transfer station is arranged at the crossed position of every two one-way tramcar lines; and each intersection of each road provided with the one-way tramcar line is provided with a green wave traffic signal control system. According to the application of the method, the tramcar line network can be suitable for most road conditions, the influence on traffic of roads along the line is smaller, the travel is more convenient, and the method can be better suitable for planning and construction of the tramcar line network in mature urban development areas.

Description

Technical Field

[0001] The present invention relates to the technical field of tram network planning and construction, and particularly to a tram network system for simplifying traffic organization. Background Art

[0002] With the growth of urban population and the increase in the ownership of private motor vehicles, traffic congestion has become a common problem in urban development. Building medium-capacity bus systems has become an important way for many cities to enhance the attractiveness of public transportation and relieve road traffic congestion. As a main type of medium-capacity bus system, trams have currently been built and put into operation in many cities and play an important role in the urban traffic system.

[0003] The existing tram network planning and construction generally conforms to the following characteristics:

[0004] 1) Trams are mainly laid on urban ground roads. Dedicated road rights are adopted on sections, and mixed traffic with other traffic is adopted at intersections, and the right of way is controlled by traffic lights.

[0005] 2) The upward and downward lines of trams are usually laid on the same road section, and it is necessary to occupy a width of about 8.0 meters of the road section.

[0006] 3) Since the upward and downward lines of trams are laid on the same road, intersections are affected by trams arriving in both directions. Once the departure interval is small, the right of way at intersections is frequently occupied, and the service level is greatly affected. If the traffic conditions are improved through "green wave", it is difficult to achieve a coordinated "green wave" traffic signal control system for both trams and social vehicles in both directions.

[0007] 4) Usually, the same tram line does not run along the same road, but turns left and right at intersections and then switches to different roads. This has a great impact on the signal timing of intersections along the line, especially left and right turn intersections.

[0008] Due to the above characteristics of trams occupying more road resources and having a greater impact on the traffic along the line, the construction of trams poses higher requirements for the construction conditions of the roads along the line, including:

[0009] 1) A wider road section;

[0010] 2) A smaller road traffic volume;

[0011] 3) A smoother intersection, especially the left and right turn intersections of trams.

[0012] However, trams are usually laid on roads with dense passenger flows, and often the road resources are scarce and the current traffic is congested. The defects of occupying more road resources and having a greater negative impact on the traffic along the line have become the main factors restricting the development of trams.

[0013] Meanwhile, when planning the traditional tram network system, since the tram line paths are usually laid out on different roads by engineering technicians in combination with passenger flow data. The acquisition and analysis of passenger flow data are huge and complex in workload, and the linear coefficient, transfer coefficient, walking distance outside the station, etc. of the lines often vary greatly due to different judgments of technicians, making it difficult to ensure the systematicness and scientificity of line layout.

[0014] Therefore, how to make the tram network applicable to most road conditions, have less impact on the road traffic along the line, and be more convenient for travel, and better apply to the planning and construction of the tram network in the mature urban development area has become a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0015] In view of the above-mentioned defects of the prior art, the present invention provides a tram network system for simplifying traffic organization, and the achieved purpose is to make the tram network applicable to most road conditions, have less impact on the road traffic along the line, and be more convenient for travel, and better apply to the planning and construction of the tram network in the mature urban development area.

[0016] To achieve the above purpose, the present invention discloses a tram network system for simplifying traffic organization, including multiple one-way tram lines running along roads;

[0017] Transfer stations are set at the intersection positions of every two of the one-way tram lines;

[0018] All the roads where the one-way tram lines are set are respectively urban horizontal roads or urban vertical roads;

[0019] The one-way tram lines set on all the urban horizontal roads are all horizontal running lines;

[0020] The one-way tram lines set on all the urban vertical roads are all vertical running lines;

[0021] The blocks surrounded by two adjacent urban horizontal roads and the corresponding horizontal running lines, as well as two adjacent urban vertical roads and the corresponding vertical running lines are all urban service units;

[0022] The urban horizontal roads or the urban vertical roads are equipped with "green wave" traffic signal control systems.

[0023] More preferably, all the urban horizontal roads and the corresponding horizontal running lines are arranged in parallel; all the urban vertical roads and the corresponding vertical running lines are arranged in parallel;

[0024] All the horizontal driving lines are perpendicular to all the intersecting vertical driving lines.

[0025] Both the horizontal driving lines and the vertical driving lines are one-way upward or downward driving lines. The upward and downward driving lines are arranged in parallel at intervals, and the adjacent upward and downward driving lines serve the urban units between the two lines.

[0026] More preferably, any one of the horizontal driving lines and at least one of the two adjacent horizontal driving lines are in the relationship of an upward driving line and a downward driving line, so that the upward driving lines and the downward driving lines are arranged at intervals among all the horizontal driving lines;

[0027] Any one of the vertical driving lines and at least one of the two adjacent vertical driving lines are in the relationship of an upward driving line and a downward driving line, so that the upward driving lines and the downward driving lines are arranged at intervals among all the vertical driving lines.

[0028] More preferably, the operation organization of each upward driving line and each downward driving line is to drive in a straight line direction.

[0029] More preferably, the distance between every two adjacent horizontal driving lines and the distance between every two vertical driving lines are both 500 - 800 meters.

[0030] Preferably, the one-way tram line occupies a road section width of 4.0 meters.

[0031] Preferably, each "green wave" traffic signal control system can simultaneously meet the requirements of coordinated green wave passing for trams and social vehicles along the line.

[0032] Advantages of the present invention:

[0033] Compared with the traditional tram network system, the tram network system for simplified traffic organization provided by the present invention adopts one-way tram lines, and the occupied road section width is reduced from 8.0 meters to 4.0 meters. At the same time, the stations are no longer set on the road section but at intersections, and the intersections can be preferably utilized to widen and set up stations, reducing the requirements for the road section width, being able to better adapt to most road conditions, and reducing the impact on the urban landscape along the line.

[0034] Compared with the traditional tram network system, the present invention adopts one-way tram lines, reducing the number of trams arriving at intersections and the difficulty of setting up the green wave traffic control system; and adopts straight driving, reducing the impact on signal timing caused by the left and right turns of trams at intersections; at the same time, adding a green wave traffic signal control system according to the actual situation can further improve the road passing capacity and traffic operation speed along the line.

[0035] Compared with the traditional tram network system, the present invention adopts horizontal and vertical driving lines with a spacing of 500 - 800 meters. The up and down lines are parallel and spaced apart. Transfer stations are set at the intersections of each horizontal driving line and vertical driving line, satisfying the transfer between any horizontal driving line and any vertical line, and ensuring that there are 4 transfer stations around any urban unit. Therefore, between any origin and destination, it can be reached with at most one transfer between a horizontal driving line and a vertical driving line, and the walking distance from any origin and destination to the station is at most 500 - 800 meters, that is, the walking time is at most 8 - 13 minutes. It realizes that between any origin and destination within the service area, it can be reached with at most one transfer, and the off-station walking distance is shortened as much as possible.

[0036] The concept, specific structure and technical effects of the present invention will be further described below in conjunction with the drawings to fully understand the purpose, features and effects of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A schematic structural diagram showing an embodiment of the present invention.

[0038] Figure 2 Showing the present invention Figure 1 The schematic cross-sectional structure diagram in the FF direction.

[0039] Figure 3 A schematic diagram showing the travel path selection in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0040] Embodiment

[0041] As Figure 1 shown, a tram network system for simplifying traffic organization; characterized in that it includes a plurality of one-way tram lines 2 running along road 1;

[0042] Transfer stations 3 are set at the intersections of every two one-way tram lines 2;

[0043] All roads 1 where one-way tram lines 2 are set are respectively urban horizontal roads 11 or urban vertical roads 12;

[0044] The one-way tram lines 2 set on all urban horizontal roads 11 are horizontal driving lines 21;

[0045] The one-way tram lines 2 set on all urban vertical roads 12 are vertical driving lines 22;

[0046] The areas surrounded by two adjacent urban horizontal roads 11 and their corresponding horizontal driving routes 21, as well as two adjacent urban vertical roads 12 and their corresponding vertical driving routes 22 are all urban service units 4;

[0047] All urban horizontal roads 11 or all urban vertical roads 12 are equipped with a "green wave" traffic signal control system.

[0048] In some embodiments, all urban horizontal roads 11 and their corresponding horizontal driving routes 21 are arranged in parallel; all urban vertical roads 12 and their corresponding vertical driving routes 22 are arranged in parallel;

[0049] All horizontal driving routes 21 are perpendicular to the intersecting vertical driving routes 22.

[0050] Both the horizontal driving route and the vertical driving route are one-way upward or downward driving routes. The upward and downward driving routes are distributed in parallel at intervals, and the adjacent upward and downward driving routes serve the urban units between the two routes.

[0051] In some embodiments, any horizontal driving route 21 and at least one of the two adjacent horizontal driving routes 21 are in an upward and downward driving route relationship with each other, so that the upward and downward driving routes are arranged at intervals among all horizontal driving routes 21;

[0052] Any vertical driving route 22 and at least one of the two adjacent vertical driving routes 22 are in an upward and downward driving route relationship with each other, so that the upward and downward driving routes are arranged at intervals among all vertical driving routes 22.

[0053] Through the above technical means, the areas between the corresponding two roads 1 of the adjacent upward and downward driving routes are all urban service units 4.

[0054] In some embodiments, the operation organization of each upward and downward driving route is straight-ahead driving.

[0055] It should be noted that the parallel arrangement of all urban horizontal roads 11 and their corresponding horizontal driving routes 21, as well as the parallel arrangement of all urban vertical roads 12 and their corresponding vertical driving routes 22, is not strictly parallel. It is mainly for the convenience of distinguishing the roads in different directions in the urban road network. If the north-south roads are regarded as vertical roads, the east-west roads intersecting with them are horizontal roads.

[0056] In some embodiments, the distance between every two adjacent horizontal driving routes 21 and the distance between every two vertical driving routes 22 are both 500 - 800 meters.

[0057] Since the spacing between urban secondary arterial roads is 500 - 800 meters, therefore, the present invention adopts a line spacing of 500 - 800 meters, which can basically meet the requirement that the tram is set on roads above the secondary arterial road level and also takes into account serving the urban unit nearby.

[0058] In practical applications, the spacing between every two adjacent horizontally traveling lines 21 and the spacing between every two adjacent vertically traveling lines 22 are both 500 - 800 meters, which can ensure that the walking distance from any point in the urban service unit 4 to the nearest transfer station 3 is controlled within 500 - 800 meters. That is, calculated at an average walking speed of 1 m / s, the walking time can be controlled within 8 - 13 minutes. At the same time, since the spacing between urban secondary arterial roads is 500 - 800 meters, the horizontally traveling lines and vertically traveling lines can better match the urban arterial road network.

[0059] By the above technical means, the transfer station 3 can be set at each intersection where the horizontally traveling line 21 and the vertically traveling line 22 intersect, meeting the requirement that transfers can be achieved between any horizontally traveling line 21 and any vertically traveling line 22, and ensuring that there are 4 transfer stations 3 around any urban service unit 4, so as to ensure that any point in the urban service unit 4 can reach the tram station within a walking distance of 500 - 800 meters.

[0060] In some embodiments, the width of the road section 1 occupied by the one-way tram line 2 is 4.0 meters.

[0061] In practical applications, the above technical means can enable the one-way tram line 2 to better adapt to the conditions of most roads 1.

[0062] In some embodiments, each "green wave" traffic signal control system can simultaneously meet the requirements of coordinated green wave passing for trams and social vehicles along the line.

[0063] Since the one-way tram line 2 travels in one direction, it greatly reduces the difficulty of coordinated green wave control for two-way trams and social vehicles.

[0064] It should be noted that since the one-way tram line 2 travels straight, it shares the same signal phase with the straight-through vehicles at the intersection, and since the one-way tram line 2 travels in one direction, the number of trams arriving at the intersection is greatly reduced, having a small impact on the intersection service level.

[0065] Therefore, the "green wave" traffic signal control system is set at the intersections along the line of the present invention mainly to further improve the traffic condition and increase the operation speed of the tram. There is no mandatory requirement for whether to add the "green wave" traffic signal control system to each line of the whole network, and some lines can be selected to add the "green wave" traffic signal control system according to the actual situation.

[0066] As Figure 2 shown, a road 1 with a red line width of 30.0 meters can accommodate a two-way 4-lane and a one-way tram line 2, changing the high requirements of traditional trams for road construction conditions. At the same time, the one-way straight-line driving mode reduces the impact of the one-way tram line 2 on the service level of intersections along the line and reduces the difficulty of setting up a two-way coordinated "green wave" traffic signal control system.

[0067] As Figure 3 shown in the figure, it is a schematic diagram of the travel path between service unit 4 of city A and service unit 4 of city B. There are 4 transfer stations 3 around each city service unit 4, and the travel path can be selected from the 4 transfer stations 3 nearby. There are 2 paths available for travel between any two city service units 4. As Figure 3 shown, there are the following 2 travel paths from service unit 4 of city A to service unit 4 of city B: 1. Travel through the horizontal driving line 21 of line 13 and transfer to the vertical driving line 22 of line 16 to arrive; 2. Travel through the vertical driving line 22 of line 18 and transfer to the horizontal driving line 21 of line 11 to arrive.

[0068] It can be reached between any two city service units 4 with at most 1 transfer.

[0069] In addition to having line services between any origin and destination, the walking distance between the transfer station 3 and the origin and destination is also an important criterion for considering the service capacity of the line network. The off-station walking distances of service unit 4 of city A and service unit 4 of city B are as follows:

[0070] 1. First, calculate the minimum walking distance. That is, in the ideal walking distance situation, both the origin and destination are close to one of the travel paths. Taking 4 extreme positions in each city service unit 4 as an example, for example, the origin A1 or A2 near travel path 1 in service unit 4 to the destination B2 or B4, and the origin A2 or A4 near travel path 2 to the destination B1 or B2. At this time, the walking distance from the origin or destination to the transfer station 3 is the smallest and the walking time is the shortest.

[0071] 2. Secondly, calculate the maximum walking distance. That is, in the most unfavorable walking distance situation, both the origin and destination are far from the 2 travel paths. For example, the origin A3 in service unit 4 far from the 2 travel paths to the destination B3. At this time, the walking distance from the origin or destination to the transfer station 3 is the largest and the walking time is the longest. Since the parallel line spacing is 500 - 800 meters, taking the most unfavorable situation of 800 meters, the walking distance from the origin or destination to the transfer station 3 is 800 meters and the walking time is 13 minutes. Therefore, the off-station walking distance for any trip in the tram line network service area provided by the present invention does not exceed 800 meters and the walking time does not exceed 13 minutes.

[0072] Therefore, for the tram network system of the present invention, the walking distance from any starting point and destination to the transfer station 3 is at most 500 - 800 meters, that is, the maximum walking time is 8 - 13 minutes. It realizes that between any starting point and destination within the service area, it can be reached with at most one transfer, and the off-station walking distance is shortened as much as possible.

[0073] The preferred specific embodiments of the present invention have been described in detail above. It should be understood that those of ordinary skill in the art can make many modifications and variations based on the concept of the present invention without creative work. Therefore, all technical solutions that can be obtained by those skilled in the art in the technical field of the present invention through logical analysis, reasoning, or limited experiments based on the concept of the present invention on the basis of the prior art should fall within the protection scope determined by the claims.

Claims

1. A tram network system for simplifying traffic organization; characterized in that, It includes multiple one-way tram lines (2) running along a road (1); Transfer stations (3) are provided at the intersection positions of every two of the one-way tram lines (2); All the roads (1) where the one-way tram lines (2) are provided are respectively urban horizontal roads (11) or urban vertical roads (12); The one-way tram lines (2) provided on all the urban horizontal roads (11) are all horizontal running lines (21); The one-way tram lines (2) provided on all the urban vertical roads (12) are all vertical running lines (22); The blocks surrounded by two adjacent urban horizontal roads (11) and the corresponding horizontal running lines (21), as well as two adjacent urban vertical roads (12) and the corresponding vertical running lines (22) are all urban service units (4); "Green wave" traffic signal control systems are provided on all urban horizontal roads (11) or all urban vertical roads (21).

2. The tram network system for simplified traffic organization according to claim 1, characterized in that, All the urban horizontal roads (11) and the corresponding horizontal running lines (21) are arranged in parallel; all the urban vertical roads (12) and the corresponding vertical running lines (22) are arranged in parallel; All the horizontal running lines (21) are perpendicular to the intersecting vertical running lines (22).

3. The tram network system for simplified traffic organization according to claim 2, characterized in that, Any one of the horizontal running lines (21) and at least one of the two adjacent horizontal running lines (21) are in an up-line and down-line relationship with each other, so that the up-line and the down-line are arranged at intervals among all the horizontal running lines (21); Any one of the vertical running lines (22) and at least one of the two adjacent vertical running lines (22) are in an up-line and down-line relationship with each other, so that the up-line and the down-line are arranged at intervals among all the vertical running lines (22).

4. The tram network system for simplified traffic organization according to claim 2, characterized in that, The operation organization of each up-line and each down-line is to run in a straight direction.

5. The tram network system for simplified traffic organization according to claim 2, characterized in that, The distance between every two adjacent horizontal running lines (21), and the distance between every two vertical running lines (22) are both 500 - 800 meters.

6. The tram network system for simplified traffic organization according to claim 1, characterized in that, The one-way tram line (2) occupies a cross-section width of 4.0 meters of the road (1).

7. The tram network system for simplified traffic organization according to claim 1, characterized in that, Each "green wave" traffic signal control system can simultaneously meet the requirements of coordinated green wave passing for trams and social vehicles along the line.

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