EP2278070A2 - Traffic system - Google Patents

Abstract

The system (10) has two intersecting traffic paths (12) comprising a road (13), a bicycle lane (14) and a pedestrian path (15) running parallel to each other and separated for different road user groups. A roundabout traffic lane and another roundabout traffic lane (18) are provided in a region of an intersection of the traffic paths. One of the traffic lanes is connected with the road, and another traffic lane is connected with the bicycle lane and the pedestrian path. The traffic lanes are arranged on a level and another level (N2), which are different from each other.

Description

Technical area

The present invention relates to a traffic system with which it is possible to include on at least two intersecting traffic routes, which each for different road user groups separate, substantially parallel traffic routes, in particular a road in combination with a bike path and / or a footpath Improve traffic flow.

State of the art

As an increasingly popular alternative to traffic-controlled intersections, the roundabout, especially in the intersection of essentially equal roads, by. In such a roundabout traffic lanes of the intersecting roads are connected to the actual roundabout, so that a motor vehicle can enter the roundabout on a road leading to the roundabout and then at the desired, departing from the roundabout roadway in another direction from the Extend roundabout can. These roundabout traffic systems virtually control themselves up to a critical traffic volume and an efficient traffic flow can be guaranteed even with different traffic volumes on the different traffic lanes. The same would be possible only with a complicated depending on the traffic density regulated traffic light system, but not with the usually regulated by a fixed clock traffic lights. The proliferation of roundabouts therefore serves a more efficient traffic flow and thus also a more resource-efficient road guidance. From the AT 414 246 B is a road access point with two vertically offset intersecting roads and a central circle traffic is known, in which the respective straights for running vehicles are guided without interruption, as left and right turn each on a roundabout, which is located on a lying between the two intersecting lanes level be led back and be derived from the roundabout branching ramps on the road.

The US 2009/0035058 A1 discloses an intersection system for intersecting roads in which, according to their destination, different roads are led at different heights.

All these above-mentioned traffic systems, in particular the roundabout systems, have in common that, although they are capable, up to a critical traffic volume, of ensuring a continuous flow of traffic by motorized road users. However, as soon as "weaker road users" such as pedestrians or cyclists come into play, the throughput of these traffic systems decreases enormously. This is the case as these "weaker road users" - usually authorized by pedestrian crossings, crosswalks or bicycle lanes - cross the road lanes connected to the roundabout to allow them to cross the intersection. The disturbances in the roundabout system caused by crossing road users cause the flow of traffic into and out of the roundabout, causing the roundabout to lose its advantage. By crossing the streets road users is slowed down according to the flow of motor vehicles.

Furthermore, due to the "weaker road users" crossing in the optimum case on crosswalks or crosswalks, an accident risk arises because, on the one hand, motor vehicles entering or leaving the roundabout may not notice the "weaker road users". On the other hand, the fact that drivers of motor vehicles are so distracted from the traffic due to the need to always pay attention to the "weaker road users", that they run the risk of driving into other road users and damage them.

Last but not least are many slowly crossing zebra crosses, "weaker road users" reason for displeasure of the motor vehicle driver and it comes to clashes between motorists and "weaker road users."

Presentation of the invention

The invention is accordingly an object of the invention to provide a traffic system that is adapted to increase the flow of traffic and the security of intersecting traffic routes that are used by different groups of road users. Furthermore, it is an object of the invention to achieve a more uniform traffic flow and thus a more resource-efficient guidance within the traffic system.

The object is achieved by a traffic system according to claim 1. Preferred embodiments of the traffic system according to the invention will become apparent from the dependent claims.

The invention is based on the idea of the conflict between the individual groups of traffic participants Disarm separation of the individual road user groups.

Accordingly, the traffic system according to the invention comprises at least two intersecting traffic routes, each of which comprises separate traffic participant groups, essentially parallel traffic lanes, in particular a road in combination with a cycle path and / or a pedestrian path, wherein in the region of the intersection of the traffic lanes a first traffic lane is provided, with which the traffic lane for a first group of road users, in particular the road are connected, wherein in the area of the intersection of the traffic routes at least one second circular path is provided, with which the traffic lanes for a second group of road users, especially the bike paths and / or the pedestrian paths , are connected, and wherein the first and second circular path are arranged at different levels.

With the traffic system according to the invention, it is possible to defuse the conflict between the different road user groups, in particular between motor vehicle drivers, pedestrians, cyclists and the like. This is possible because the different road user groups each pass through their own roundabouts at separate levels. In this way, the generally faster moving motor vehicles are not disturbed by usually slower moving cyclists, pedestrians and the like, and vice versa. Due to the forcibly resulting different traffic route guidance a negligent or careless crossing of a pedestrian and / or cyclist is impossible because at least one of the different levels an upwards and / or downwards guided ramp is provided. Furthermore, due to the continuously high Throughput of the transport system significantly reduces emissions of pollutants.

A "traffic route" according to the definition used here comprises at least one traffic lane for a first road user group, thus, for example, a road lane for motor vehicles, and at least one traffic lane for a second road user group, for example a bicycle lane or a pedestrian lane, wherein the two traffic lanes are guided essentially parallel to one another are. These include, in particular, the known road systems which have road lanes for motor vehicles, cycle paths provided on the outer sides of the lanes and pedestrian paths provided on the outer sides thereof. These road systems are typically run substantially parallel to each other, so the motor vehicles, the cyclists and the pedestrians move substantially along the same direction. Small deviations of the bike path guide or the Fußwegführung compared to the leadership of the road lanes, for example, be conditional by located on the street lane parking bays for motor vehicles or by the road säumende trees. The direction of movement of the different road users is still largely the same.

By "roundabout" is meant here the provision of an endless traffic lane, to which the respective traffic lanes can be connected in the intersection area. The roundabout does not necessarily have to be circular, an oval, rectangular, loop-shaped or square guide is also conceivable. It is only important that the roundabout is endless, so it forms a closed traffic lane, to which the respective traffic routes can be connected.

According to an advantageous embodiment of the invention, the first and the second circular path are arranged substantially one above the other. In this way it is possible to improve the visual effect of the traffic system and to arrange the two roundabouts space saving.

According to another preferred embodiment, the diameter of the roundabout at the upper level is greater than that at the lower level of the roundabout, or the diameter at the upper level of the roundabout is smaller than the diameter at the lower level of the roundabout. In this way it can be achieved that the excavation of the earth or the earth, which is needed to create the transport system, can be kept low. Furthermore, a roofing of the located on the lower level roundabout can be achieved, which can be particularly advantageous in winter or rain. Furthermore, the space requirement for the transport system can be optimized and adapted to the local conditions.

According to a further particularly preferred embodiment, a road is connected to the higher-level circular railway and a cycle path and / or a pedestrian path is connected to the lower-level circular railway. In this way, it is particularly advantageous possible to separate the different traffic flows of motor vehicle drivers and cyclists and / or pedestrians accordingly and still allow for all road users efficient directional change. The proposed separation of the individual road users and the leadership of these on different roundabouts therefore the throughput of the transport system can be increased.

Advantageously, the respective traffic lane can be connected by means of a ramp adjoining the respective roundabout It may already be sufficient to only lead the traffic lanes of a road user group to the lower or the upper level and to leave the other traffic lanes of the other road users on the initial level. In this way, the connections to the respective roundabouts can be optimally executed with advantage, so that the flow of traffic is improved and the different road user groups do not interfere with each other.

The traffic system may be further configured such that a ramp for connecting a traffic lane to the lower level circular traffic lane overcomes a lower level than the ramp for connecting a roundabout traffic lane to the higher level circular traffic lane. In this way, it is advantageously possible to reduce the proportion of excavation work in the production of the transport system.

According to a further particularly preferred embodiment, the arranged at the lower level circular path is connected by a staircase to the starting level. In this way, it is possible that pedestrians in the area of intersecting traffic routes, in particular in the area of an intersection, are led via a staircase directly from the starting level to the lower-lying roundabout. In this way, it is not always necessary for pedestrians to use the ramp or the like, but these can be brought directly to their assigned level.

In accordance with a further particularly preferred embodiment, the traffic lanes and / or roundabouts arranged at the higher level cover the traffic lanes and / or roundabouts arranged at the lower level at least partially and at least one Supporting means is provided for the arranged at the higher level of traffic and / or roundabout. In this way, it is advantageously possible to safely carry out the traffic system in the coverage area, so that the safety of the road users is not endangered and at the same time an efficient traffic guidance is achieved. In this case, the support means may be formed according to one embodiment as a field carrier.

Furthermore, it may be advantageous to provide openings for the passage of daylight in the region of the overlap. In this way it is possible to reduce any lighting requirement below the coverage due to the passing daylight.

The openings may advantageously have a substantially triangular shape, wherein the shape is advantageously chosen so that it includes the "unthreaded" section between the traffic lanes and the roundabout. Inside the opening, a grid or the like may be provided to prevent people, cyclists or vehicles from falling down through the opening. Alternatively, a railing may be provided at the peripheral edge of the opening.

According to a further preferred embodiment, a first road user group comprises motorized road users, in particular motor vehicles and / or motorcycles, and at least one second road user group comprises non-motorized road users, in particular bicycles and / or pedestrians. In this way, it is particularly advantageous possible to separate both road user groups according to their different average speeds, so that they do not interfere with each other in their flow. As a result, the safety of the different road user groups is increased and a possible conflict potential between road user groups is reduced.

According to a further preferred embodiment, the respective traffic lanes of each road user group are connected to a respective roundabout. In this way, it is possible to assign each road user group each a specific traffic, so that the traffic flow optimally regulated.

In this case, according to one embodiment, a separate roundabout for motorized road users, for cyclists and for pedestrians can be provided in each case.

Furthermore, it may additionally be provided a private roundabout for public transport. In this way, the traffic flow of the local traffic can be additionally increased because it is not restricted or impaired by the other road users, for example when a traffic jam occurs.

Brief description of the drawings

• Figur 1 zeigt dabei eine Draufsicht auf ein erfindungsgemäßes Verkehrssystem;
• Figur 2 zeigt dabei eine Seitenansicht auf ein erfindungsgemäßes Verkehrssystem im Bereich einer Rampe;
• Figur 3 zeigt eine Alternative des Verkehrssystems in einer Draufsicht, mit gegenüber dem vorstehenden Ausführungsbeispiel geänderter Führung des Fußwegs; und
• Figur 4 zeigt einen Ausschnitt des Verkehrssystems im Bereich einer Öffnung.

The invention will be explained in more detail with reference to exemplary embodiments shown in the drawings.

• FIG. 1 shows a plan view of an inventive traffic system;
• FIG. 2 shows a side view of an inventive traffic system in the region of a ramp;
• FIG. 3 shows an alternative of the traffic system in a plan view, with changed compared to the preceding embodiment guide the footpath; and
• FIG. 4 shows a section of the traffic system in the region of an opening.

Detailed description of preferred embodiments of the invention

In the following, a traffic system 10 according to the invention will be described with reference to the attached FIGS. 1 and 2 , as well as an alternative traffic system with reference to the attached FIG. 3 described by way of example. The same reference numerals are used for similar elements and repeated description thereof largely omitted to reduce redundancy.

In FIG. 1 the traffic system 10 is shown in a first embodiment. In this case, the traffic system 10 is shown in a partial sectional view, mainly a lower level N ₂ comprising a traffic lane 14 in the form of a bike path, a consistent level comprising a traffic lane 15 in the form of a footpath and a hatching indicated by the hatching 130, which form an upper level N ₁ for a traffic lane 13 in the form of a road.

The traffic system 10 has at least two intersecting traffic routes 12, wherein in FIG. 1 In addition to a traffic route 12 shown in full, two further traffic routes 12, each perpendicular to the first traffic route 12, are indicated, and in FIG FIG. 2 only a single complete traffic route 12 is indicated.

By "intersecting" is meant here that the traffic routes 12 meet at an angle to each other, so that a crossroads in the classical sense arises. The traffic routes 12 can meet each other at any acute or obtuse angle.

The respective traffic routes 12 include for different road user groups essentially parallel traffic lanes 13, 14, 15. The traffic lanes can be divided, for example, in a street 13, a bike path 14 and / or a pedestrian 15, with a subdivision into a street 13 and a common bike and footpath 14, 15 or a division between a combined road / bike path and a footpath is possible.

In the traffic lanes 12, a traffic lane leading to the intersection and one away from it may each be provided per road user group. Alternatively, it is also possible to allow on the traffic lanes only the river in one direction.

A first group of road users includes, for example, motorized vehicles, including motor vehicles, motorcycles and the like. A second group of road users includes non-motorized vehicles, ie in particular bicycles. A third road user group includes, for example, pedestrians. The first road user group typically moves on roads 13, the second road user group on cycle paths 14 and the third road user group on footpaths 15.

As in FIG. 2 can be seen, in the region of the intersection of the traffic routes 12 two substantially superposed roundabouts 16 and 17, 18 are provided, wherein the one circular path 16 is disposed above the other roundabout 17, 18. The lower roundabout is divided into a traffic lane 17 for pedestrians and a traffic lane 18 for cyclists.

In the in the FIGS. 1 and 2 embodiment shown are the traffic routes of the first road user group, in particular the roads 13, connected to the first roundabout 16, which lies at the upper level N ₁ . The traffic lane 14 of the second road user group, in particular the cycle path 14, is connected to the second roundabout 18, which lies on the lower level N ₂ .

The traffic lane 15 in the form of the footpath is continued at the initial level A. The footpath at the initial level A is connected to the lower level N ₂ via a staircase 22 and is connected to a arranged on the lower level N ₂ circular path 17 via a pedestrian crossing 170, which crosses the cycle path 18 for cyclists.

The two roundabouts 16 and 17, 18 are arranged at different levels so that the road users who use the lower roundabout 17, 18, are located so far below the upper roundabout, that in the event that the two roundabouts at least partially cover, not be disturbed by the upper roundabout 16. The diameters of the two roundabouts 16 and 17, 18 may differ, wherein the diameter of the upper circular path 16 may be smaller or larger than the diameter than the lower circular path 17, 18 may be formed.

A ramp 20 leads to the upper circular traffic lane 16 and a ramp 21 leads to the lower circular traffic lane 18. According to an alternative embodiment, it is possible to provide only one of the two roundabouts 16 and 17, 18 with a ramp and to execute the respective other circular traffic lane at ground level in such a way that either one roundabout is arranged above the starting level A and the other roundabout is arranged at the starting level A, or one circular track is located below the initial level A and the other is at the initial level A.

In the in FIG. 2 As shown, the arranged on the lower level N ₂ roundabout 18 overcomes a lower level difference than the arranged at the higher level N ₁ roundabout 16, so that for this embodiment for the ramp 21 and the roundabout 18 less Erdaushubarbeiten are needed. Furthermore, consideration is given here to the different requirements of the respective road user groups, so that the acceptance for the traffic system can be increased. In particular, any ramp or elevation is a nuisance to the average cyclist, whereas the vehicle handlebar typically does not have any problems here.

The traffic system 10 is constructed such that in a region of coverage in which either a higher level traffic lane and / or a circular lane at least partially covers the lower lane traffic lane 14 and / or lane 16, 18 support means 23 is provided for arranged at the higher level of traffic 13 and / or roundabout 16. This support means may be formed, for example, in the form of a single-frame carrier. Further, apertures 24 for passing daylight may be provided in the region of the overlap. These openings 24 may be designed so that precipitation or the like can pass through them. FIG. 4 shows a possible shape and a possible arrangement of the openings 24 in the area of the traffic lane 13 and the roundabout 16th

In an alternative embodiment (not shown), roundabouts may be provided for each road user group at respectively different levels. Im in the FIGS. 1 and 2 shown case can then be three accordingly be provided substantially stacked circular railways, to which the respective traffic routes 13, 14 and 15 are connected. Furthermore, another group of road users, such as buses or trains for public transport, can be managed at their own level.

Furthermore, it is possible for the area or the level on which the roundabout for the second road user group, which comprises non-motorized road users, to be implemented as a continuous area. In this way, it is additionally facilitated the second road users their desired path on the respective desired traffic lane 14, 15 to continue.

In the case of the circular traffic lane 16 located at the lower level N ₂ , it is preferable to provide it so that it is located approximately 1 m below the initial level A. For the roundabout 18 located on the upper level N ₁ , it is preferable to arrange it around 3 m above the starting level A. In this way it is possible to ensure at least a passage height of about 3.3 m at the lower level N ₂ ready to provide.

The ramps by means of which the respective levels are reached should not exceed a slope of 15% and the beginning of the excavation for these ramps should be at least 10 m, in particular between 16 and 20 m in front of the first and / or second roundabout 16, 18.

The ramp 21 for the second road user group can preferably be designed such that it has a maximum gradient of 6% and begins in approximately the same area as the ramp for the first road user group.

Furthermore, provision may be made for existing walkway systems to be maintained at door entrances and the like in the intersection area of the traffic system 10 and to lead only one staircase 22 from the starting level of the sidewalk or up to the roundabout of the second road user group comprising the non-motorized road users. Previous parking areas in the crossing area can be advantageously used to create the ramps 21 and 20 respectively. An embankment and / or a retaining wall can be provided between the ramps, and furthermore a railing or the like can be provided between the ramps 20, 21 in order to provide a separation and increase the traffic safety time. The excavation work for a traffic system 10 according to the invention should be about 600 m ^{3 in} terms of excavations and amount to about 1900 m ³ , and depending on the size of the traffic system more or less excavations or landfills may be required.

Another embodiment of the traffic system 10 is shown in FIG FIG. 3 shown. The difference to the first embodiment lies in the different guidance of the footpath 15. This is initially performed at the initial level A. A pedestrian crossing 170 crosses the cycle path 14 at the beginning of the ramp 21 and a pedestrian ramp 150 is provided which is directly connected to the circular path 17 at the lower level N ₂ . The additional pedestrian ramp 150 can be arranged directly after parking bays 135, which are located on the road 13. The cycle path 14 is also guided via the ramp 21 to the lower level N ₂ and is then connected via a bicycle over 140 to the roundabout 18.

Claims (15)

Transport system (10) comprising
at least two intersecting traffic routes (12), which in each case for separate road user groups separate, essentially parallel traffic lanes (13, 14, 15) include, in particular a road (13) in combination with a bike path (14) and / or a pedestrian walkway (15)
wherein in the region of the intersection of the traffic routes (12) at least one first circular traffic lane (16) is provided, with which the traffic lanes (13) for a first road user group, in particular the roads (13) are connected,
wherein in the region of the intersection of the traffic routes (12) at least one second roundabout (18) is provided, with which the traffic lanes (14, 15) for a second group of road users, in particular the bike paths (14) and / or the pedestrian paths (15) connected are and
wherein the first and second circular path (16, 18) at different levels (N ₁ , N ₂ ) are arranged. The traffic system of claim 1, wherein the first (16) and second (18) roundabouts are substantially stacked. The traffic system according to claim 1 or 2, wherein the diameter of the circular path (16) at the upper level is greater than the diameter of the circular path (18) at the lower level, or the diameter of the circular path (16) at the upper level is less than that Diameter of the roundabout (18) at the lower level. A traffic system according to any one of the preceding claims, wherein a road is connected to the higher level circular track and a cycle path and / or a pedestrian (15) is connected to the lower level circular track (18). Traffic system according to one of the preceding claims, wherein the respective traffic lane is guided to the lower or the upper level by means of a ramp (20, 21) adjoining the respective circular traffic lane. A traffic system according to claim 5, wherein a ramp (21) for connecting a traffic lane to the lower level circular lane overcomes a smaller difference in level than the ramp (20) for connecting a lane to the higher level circular lane. Traffic system according to one of the preceding claims, wherein the lower traffic level (18) is connected by means of a staircase to the starting level (A). A traffic system according to claim 7, wherein the traffic track connected to the lower-level roundabout is at the exit level (A). A traffic system according to any one of the preceding claims, wherein the higher level traffic lanes and / or roundabouts at least partially cover the lower level traffic lanes and / or roundabouts (16) and at least one support means (23) for the higher level ones Traffic and / or roundabout is provided. Traffic system according to claim 9, wherein the support means is designed as a single-carrier. A traffic system according to claim 9 or 10, wherein openings (24) are provided for transmitting daylight in the region of the overlap. A traffic system according to claim 11, wherein the openings (24) have a substantially triangular shape. Traffic system according to one of the preceding claims, wherein a first road user group comprises motorized road users, in particular motor vehicles and / or motorcycles, and at least one second road user group comprises non-motorized road users, in particular bicycles and / or pedestrians. Traffic system according to one of the preceding claims, wherein the respective traffic lanes of each road user group are connected to a respective roundabout. Traffic system according to claim 14, wherein in each case a separate roundabout for motorized road users, for cyclists and pedestrians is provided and wherein preferably a further own roundabout for public transport is provided.

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