CN117328307A - Road intersection structure capable of cooperating with traffic two-phase circulation and continuously developing - Google Patents

Abstract

This application relates to a road interchange structure that can coordinate the two-phase traffic circulation and be sustainable. The road intersection structure is mainly formed by barrier-free highways and intersecting roads, with level intersections equipped with traffic lights and pedestrian crossings; under the scheduling of a red and one green phase cycle, the level intersection connects the barrier-free highways to exit and exit. Or connecting passages to and from barrier-free roads from staggered roads; barrier-free upstream and downstream lanes are respectively arranged on elevated crossings on both sides of the grade intersection and meet again at the other end. The entrance and exit ramp groups of barrier-free highways and their related connecting channels and circular channels with error correction and U-turn mechanisms are all arranged between the upstream and downstream parts of the highway, making the structure of the intersection more compact and centralized, shortening the intersection distance and At the same time, it saves the time required for entry and exit. With the prior patent CN109415877 (B), the road intersection structure can coordinate the two-phase circulation and continue to develop to the outside of the barrier-free highway as needed.

Description

A road intersection structure that can coordinate two-phase traffic circulation and sustain development

【Technical field】

This application relates to the field of road transportation technology, and in particular to a road intersection structure that includes barrier-free highways and can coordinate two-phase traffic circulation and sustain development.

【Background technique】

Two roads with different driving directions need to form a specific road intersection structure at the intersection to meet the needs of vehicles traveling in different directions. The design structures of these three-dimensional intersections are rich. For example, a three-story or above three-level interchange where two highways intersect can adopt methods such as Stack Interchange, Contraflow Left, and Turbine Interchange. ), compact type (Pinavia), diverging windmill type (Diverging Windmill), three level roundabout type (Three level Roundabout) structural form. The two-level cross traffic intersection structure design can adopt such methods as: Custom Cloverleaf, Standard Cloverleaf, Two level Roundabout, and Partial Cloverleaf. ), Large Dumbbell, Dumbbell and Diamond Interchange.

In addition, SPUI (Single Point Urban Interchange) and DDI (Diverging Diamond Interchange) are both popular designs commonly used in countries around the world.

There are still many defects in the existing three-dimensional intersection structure designs. First of all, it occupies a large area and the surrounding land cannot be safely accessed by pedestrians, making it extremely closed. This severely limits the development and utilization of land. Moreover, the heading of such a three-dimensional structure is relatively complicated and it is easy to get lost. Once an error is made, there is no way to correct it. Therefore, an innovative road intersection structure design with an error correction mechanism is urgently needed.

Secondly, the road reconstruction at the three-dimensional interchange is difficult and cannot be expanded well, making it difficult to realize subsequent development and further utilization. Once the surrounding population suddenly grows geometrically from a low level, the traffic flow at the intersection will be overwhelmed, inevitably forming a traffic jam. Once a certain direction becomes the focus and mainstream direction of all traffic, it can easily lead to traffic paralysis at the entire intersection. The problem also lies in the uncertainty of the future, any direction may be the focus of mainstream! Therefore, there is an urgent need for an innovative road intersection structure design that can sustain expansion and development.

In addition, expressways are zero-red and all-green. Traditional urban roads still use a three-red, one-green, four-phase cycle. Even optimized urban intersection designs such as SPUI or DDI still require a two-red, one-green, three-phase cycle. In this case , due to the large speed difference between expressways and urban roads, it is easy to create bottlenecks and lead to congestion during peak hours. Therefore, there is an urgent need to provide an updated one-red-one-green two-phase cyclic road intersection structure with fewer red light phases to overcome one or more of the above defects.

[Content of the invention]

The embodiments of this application aim to provide a road intersection structure (Synergistic Dual-Modes Sustainable Interchange) that can coordinate two-phase traffic circulation and develop sustainably, and can solve one or more problems existing in the existing three-dimensional road intersection section.

The embodiments of the present application provide the following technical solution: a road intersection structure. The road intersection structure is formed by the intersection of two roads with intersecting driving directions, at least one of which is a barrier-free road. The upward through lane of the barrier-free highway is arranged on one side of the grade intersection, and the downward through lane of the barrier-free highway is arranged on the other side of the grade intersection; the upward and downward directions The barrier-free through-passage part separates when it is about to pass the at-grade intersection, crosses another intersecting road via elevated roads on both sides of the at-grade intersection, and meets again at the other end of the barrier-free road. The ramp group entering and exiting the barrier-free highway, and its related connecting passages, ramp inner entrances and exits, and circular passages are all arranged between the inner sides of the upper and lower parts of the highway.

Optionally, the above-mentioned intersection is arranged with multiple traffic lights, and the multiple traffic lights are controlled by a traffic light control system, which schedules the traffic at the above-mentioned intersection in a two-phase cyclic manner to allow pedestrians and vehicles on all sides to orderly and safely entering, moving and stopping.

Optionally, each end of the barrier-free highway connection plane intersection is equipped with four sets of pedestrian crosswalks that are staggered and connected in sections to allow pedestrians to cross the entrances and exits of the barrier-free highway connection channel in sections. Each of the barrier-free roads is equipped with a diagonal crosswalk at the grade intersection to allow pedestrians to cross diagonally across the other intersecting road.

Optionally, the connecting channel is formed by extending outward from the barrier-free road to allow vehicles to leave or enter the barrier-free road; wherein a portion of the vehicle entrance of the circular channel and the vehicle The exit is connected to the connecting channel, and the connecting channel exit includes: two left-turn lanes controlled by a set of traffic lights and pedestrian crossings, and two right-turn lanes controlled by another set of traffic lights and pedestrian crossings. , allowing the vehicles leaving the barrier-free highway to take turns turning to the left and right and leaving on the intersecting road through the four lanes to be turned. The entrance of the connecting channel includes: two sets of traffic lights and pedestrian crossings controlled by a dedicated set of traffic lights and pedestrian crossings for turning from the left into the receiving lane, and another set of traffic lights and pedestrian crossings for turning into the receiving lane from the right. The intersecting road vehicles are allowed to turn into the descending portion of the barrier-free road from the left and right in turn through the four turn-in receiving lanes from the left and right.

Optionally, the other interlaced road does not contain non-motorized bicycle lanes. The interlaced road except for the basic functions of two urban left-turn lanes, two urban through lanes, two urban right-turn lanes and two In addition to the urban receiving lane, it also includes a far-end intersection area, two far-end ready-to-shift right-turn lanes, two urban right-turn receiving lanes dedicated to receiving vehicles turning from the right, and two urban left-turning lanes. The receiving lane is dedicated to receiving additional vehicles turning from the left, a set of traffic lights showing permitted entry and no entry in the two receiving lanes at the near end of the city turning from the left, and the two receiving lanes turning from the right in the city A set of traffic signs at the far end display "Give"; this configuration allows the vehicles of all parties to take turns traveling to their respective destinations or stopping under the two-phase cycle scheduling.

Optionally, when another of the interlaced roads contains non-motorized bicycle lanes, the interlaced roads include a pair of bicycle lanes, two urban left-turn lanes, two urban through lanes, and two basic functional bicycle lanes. In addition to the urban right-turn lane and two urban receiving lanes, it also includes: a far-end intersection area, two far-end lanes ready for shifting right turns, and two urban right-turn-in receiving lanes dedicated to receiving incoming right-turn lanes. vehicles, and a bicycle receiving lane that receives straight entry from the other side of the grade intersection through the grade intersection, and then the bicycles pass through the far end intersection area and enter the downward bicycle lane; this configuration allows each side of the road to Square vehicles, including bicycles, can take turns traveling to their respective destinations or stopping under the two-phase cycle scheduling.

Optionally, the barrier-free upstream and downstream lanes of the barrier-free highway are respectively arranged on both sides of the intersection, and the barrier-free upstream and downstream lanes each have two lanes: The barrier-free elevated highway crosses the through lane of the intersecting road, and the two through lanes for sustainable development and expansion have been reserved in the plan, and the upstream of the barrier-free road has been reserved for sustainable development and expansion in the plan. The planning configuration of the outer entrance and exit lanes and the descending outer entrance and exit lanes allows the land around the intersection of the roads to continue to develop as needed.

Optionally, the entry and exit ramp of the barrier-free highway includes an inner exit lane and an inner entrance lane; the inner exit lane and the inner entrance lane of the ramp are located between the upgoing and downgoing through lanes. , the other ends of the inner exit lane and the inner entrance lane of the ramp are connected to the circular channel. The annular channel includes: two upward annular channels connecting the inner exit of the ramp, two downward annular channels connecting the inner entrance of the ramp, and an upper annular channel connecting the inner upward annular channel and the inner downward annular channel. A lower U-turn lane and a lower-turn upper U-turn lane connecting the inner downward circular passage and the barrier-free road. The other end of the upward circular channel is connected to the left-turn and right-turn lanes of the connecting lane, and the inner upward circular channel is connected to the upper-turn-down U-turn lane at the same time. The other end of the U-turn lane is connected to the downward circular passage. One end of the descending circular channel is connected to the connection that turns from the left into the receiving lane and the connection that turns from the right into the receiving lane, and the other end of the described descending circular channel is connected to the inner entrance of the ramp, and the inner one is connected to the entrance of the ramp. One of the downward circular passages is connected to the downward turn-up lane at the same time, and the other end of the downward turn-up lane is connected to the barrier-free highway; the above configuration allows the barrier-free highway to go straight, turn left, and right Vehicles that turn around or even run in the wrong direction and need to turn around and adjust their course can be easily solved.

The road intersection structure of the embodiment of the present application creatively divides the barrier-free highway into two parts, which are respectively arranged on both sides of the intersection, and the ramp group for entering and exiting the barrier-free highway is arranged between the two parts of the highway, which can make the intersection more convenient. The structure is more compact, which greatly shortens the distance and time required to enter and exit barrier-free roads.

Another advantageous aspect of the road intersection structure in the embodiment of the present application is that part of the complex intersection is arranged on the ground, and the barrier-free road is arranged in the air on one or more floors. The laminated spanning structure is conducive to simplifying road construction design and improving economy. .

Another advantageous aspect of the road intersection structure of the embodiment of the present application is that the ramp group equipped with the error correction mechanism has sufficient functions and space, and provides sufficient elasticity and flexibility. Under the alternating action of the two-phase cycle, no matter which The direction is the mainstream of vehicles, which effectively avoids congestion during peak traffic periods.

[Picture description]

One or more embodiments are exemplified by the pictures in the corresponding drawings. These illustrative illustrations do not constitute limitations to the embodiments. Elements with the same reference numerals in the drawings are represented as similar elements. The elements in the drawings have the English letters L, R, E, S, W and N indicating the left, right, south, east and west, which are convenient for everyone to check according to the drawings. They do not represent the actual directions; unless otherwise stated, the drawings in the drawings are not to scale. limit.

The embodiments of this application and its accompanying drawings are exemplified and discussed in accordance with the traffic rules of Hong Kong, China. Those skilled in the art can understand that when using this technical solution in countries or regions where vehicles drive on the right (such as mainland China), the vehicle driving rules only need to be adjusted accordingly (such as adjusting the left to the right).

In the drawings of the manual, "G" indicates that the traffic light is green and passage is allowed; while "R" indicates that the traffic light is red and passage is prohibited.

Figure 1 is a schematic diagram of a road intersection structure provided by an embodiment of the present application;

Figure 2 is a partial enlarged view of Figure 1, and Figure 2 shows the structure on one side;

Figures 3 and 4 are schematic diagrams of the road intersection structure provided by the embodiment of the present application, showing that the two roads at the intersection are barrier-free roads and urban roads respectively; Figure 3 shows the traffic light in the first state. situation; Figure 4 shows the situation where the traffic light is in the second state;

Figures 5 and 6 are schematic diagrams of the road intersection structure provided by the embodiment of the present application, showing that the two roads at the intersection are respectively barrier-free roads and urban roads containing bicycle lanes; Figure 5 shows the traffic lights in the third position. The situation in one state; Figure 6 shows the situation in which the traffic light is in the second state;

Figures 7 and 8 are schematic diagrams of the road intersection structure provided by the embodiment of the present application, showing the situation where both roads at the intersection are barrier-free roads; Figure 7 shows the situation when the traffic lights are in the first state; Figure 8 shows the situation where the traffic light is in the second state.

The comparison table of each component code in the drawings of the manual is as follows:

【Detailed ways】

In order to facilitate the understanding of this application, a component code comparison table has been attached above for everyone to review according to the diagram. The present application will be described in more detail with reference to the accompanying drawings and specific embodiments. It should be noted that when an element is referred to as being "secured" to another element, it can be directly on the other element, or one or more intervening elements may be present therebetween. When an element is referred to as being "connected" to another element, it can be directly connected to the other element, or there may be one or more intervening elements present therebetween. The terms used in this manual mainly include "upper", "lower", "inner", "outer", "near-end", "far-end", or the English "East E", "East" before the component number. South S", "West W", "North N", or the orientation or positional relationship indicated by adding English "left L", "right R", "flow direction/to →" after the component number is based on The orientation or positional relationship shown in the drawings is only to facilitate the description of the present application and simplify the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as Limitations on this Application. Furthermore, the terms “first”, “second”, “third”, etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by a person skilled in the technical field belonging to this application. The terms used in the description of this application are only for the purpose of describing specific embodiments and are not used to limit this application. As used in this specification, the term "and/or" includes any and all combinations of one or more of the associated listed items.

In addition, the technical features involved in different embodiments of the present application described below can be combined with each other as long as they do not conflict with each other.

In order to let everyone understand the phase activity of the intersection in a simple and clear way, the components described are marked with the English letters of southeast, northwest, and northwest to identify the location of the component. The arrow → is used to indicate the flow direction. Where to go from that component, you can It is as simple and clear as the presentation of mathematical and physical programs.

Figures 1 and 2 are schematic diagrams of the road intersection structure provided by the embodiment of the present application. The north-south direction is the barrier-free highway, while the east-west direction is other intersecting roads. As shown in Figure 1, the north-south road intersection structure can be roughly divided into three parts: a level intersection 100, a barrier-free highway 200, and a ramp group 300. Both ends are symmetrical; Figure 2 is a partial enlarged view of Figure 1 .

Among them, vehicle travel conditions in the east-west and north-south directions are divided into five activity states:

1. Those who continue to go straight are 200→N210→201→S220→200,

200→S210→201→N220→200

2. Those who enter from the east-west intersecting road

100→N120L/N120R→N320B→N310B→200,

100→S120L/S120R→S320B→S310B→200

3. Leaving the barrier-free highway is 200→N310A→N320A→N110L/N110R→100,

200→S310A→S320A→S110L/S110R→100

4. The barrier-free highway vehicle is running incorrectly and needs to be adjusted.

200→N310A→N320A→N330A→N320B→N310B→200,

5.200→S310A→S320A→S330A→S320B→S310B→200 Vehicles entering from the east-west intersecting road are running in the wrong direction. Some vehicles need to adjust their direction.

100→N120L/N120R→N320B→N310B→N330B→N310A→N320A→N

110L/N110R→100,

100→S120L/S120R→S320B→S310B→S330B→S310A→S320A→S110

L/S110R→100

Those skilled in the art can understand that the road intersection structure shown in Figure 1 can also be adjusted accordingly according to the needs of the actual situation, and can be continuously expanded or deformed as needed. All these changes are within the protection scope of the present application.

In some embodiments, any suitable method, such as signs or guide lines, can be used in the ramp group 300 to prevent vehicles from detouring from one half of the ramp group 300 to the other half to avoid upstream access to the barrier-free highway. The traffic flow of the partial lane 210 and the downward partial lane 220 is affected.

Figures 3 and 4 are schematic diagrams of road intersection structures provided by embodiments of the present application, showing that the two roads at the intersection are barrier-free roads 200 and intersecting urban roads 400; both the east and west and the north and south are symmetrical. ;Among them, part of the western road is not shown in the diagram;

Figure 3 shows the situation when the traffic light 140 is in the first state; the first state describes the green light phase travel conditions of vehicles and pedestrians from the east, west, north and south when the diagonal crosswalk 131 of the intersection 100 is in the red light phase of the traffic signal. as follows:

Eastern green light phase travel includes E404→N120L→N320B→N310B→200, E402→W407,

E407/E408→E406

Those traveling in the green light phase in the west are W404→S120L→S320B→S310B→200, W402→E407. Those traveling in the green light phase in the south are S110L→W409.

Those traveling on the green light phase in the north are N110L→E409, and in the safe situation of "yield", E409→E406. The other vehicles stop on the red light and yield.

Diagonal crosswalk 131 is the red light phase

The remaining crosswalks with no vehicles entering or exiting 130 are in the green light phase

The traffic light 141 showing permitted entry and prohibited entry is the red light phase

Figure 4 is the second state of Figure 3; the second state describes that when the diagonal crosswalk 131 of the intersection 100 is in the green light phase of the traffic signal, the green light phase travel conditions of the east-west and north-south vehicles are as follows:

Those traveling on the Eastern green light phase include E401→S120R→S320B→S310B→200, E403→E404. In addition, under the safety condition of "give", E409→E406

Western green light phase travel includes W401→N120R→N320B→N310B→200

Those traveling on the green light phase in the south include S110R→E407/408

Those traveling in the green light phase in the north include N110R→W407/W408

Vehicles from other parties must stop at the red light

Diagonal crosswalk 131 is the green light phase

The remaining crosswalks with no vehicles entering or exiting 130 are in the green light phase

The traffic light 141 showing allowed entry and no entry is the green light phase

Figures 5 and 6 are schematic diagrams of the road intersection structure provided by the embodiment of the present application, showing the situation where the two roads at the intersection are a barrier-free road 200 and an intersecting urban road 500 containing non-motorized bicycle lanes; the east and west and Both north and south are symmetrical; part of the western road is not shown;

Figure 5 shows the situation when the traffic light 140 is in the first state; the first state describes the green light phase travel conditions of vehicles and pedestrians in the east, west, north and south when the diagonal crosswalk 131 of the intersection 100 is in the red light phase of the traffic signal. as follows:

Eastern green light phase travel includes E404→N120L→N320B→N310B→200,

E402→W407,E501→W502,

Western green light phase travel includes W404→S120L→S320B→S310B→200,

W402→E407→E406, W501→E502→E503, those traveling in the southern green light phase include S110L→W409

Traveling on the green light phase in the north is N110L→E409

Vehicles from other parties must stop at the red light

Diagonal crosswalk 131 is the red light phase

The remaining crosswalks with no vehicles entering or exiting 130 are in the green light phase

Figure 6 is the second state of Figure 5; the second state describes that when the diagonal crosswalk 131 of the intersection 100 is in the green light phase of the traffic signal, the green light phase travel conditions of the east-west and north-south vehicles are as follows:

Eastern green light phase travel includes E401→S120R→S320B→S310B→200, E403→E404,

E409→E406

Western green light phase travel includes W401→N120R→N320B→N310B→200

Those traveling on the green light phase in the south include S110R→E407

Those traveling in the green light phase in the north include N110R → W407

Vehicles from other parties must stop at the red light

Diagonal crosswalk 131 is the green light phase

The remaining crosswalks with no vehicles entering or exiting 130 are in the green light phase

Figures 7 and 8 are schematic diagrams of the road intersection structure provided by the embodiment of the present application, showing the situation where the two roads at the intersection are the first barrier-free road 200 and the second barrier-free road 200X; the east and west and the north and south directions They are all symmetrical; among them, part of the western road is not shown in the diagram;

Figure 7 shows the situation when the traffic light 140 is in the first state; the first state describes the green light phase travel conditions of vehicles and pedestrians from the east, west, north and south when the diagonal crosswalk 131 of the intersection 100 is in the red light phase of the traffic signal. as follows:

Eastern green light phase travel includes E110R→N120L→N320B→N310B→200

Western green light phase travel includes W110R→S120L→S320B→S310B→200

Those traveling in the green light phase in the south include S110L → W120R

Those traveling in the green light phase in the north include N110L→E120R→E320B→E310B→200X

Vehicles from other parties must stop at the red light

The first diagonal crosswalk 131 is the red light phase

The second diagonal crosswalk 132 is the green light phase

The remaining crosswalks with no vehicles entering or exiting 130 are in the green light phase

Figure 8 is the second state of Figure 7; the second state describes that when the diagonal crosswalk 131 of the intersection 100 is in the green light phase of the traffic signal, the green light phase travel conditions of the east-west and north-south vehicles are as follows:

Eastern green light phase travel includes E110L→S120R→S320B→S310B→200

Western green light phase travel includes W110L→N120R→N320B→N310B→200

Those traveling in the green light phase in the south include S110R→E120L→E320B→E310B→200X

Those traveling in the green light phase in the north include N110R → W120L

Vehicles from other parties must stop at the red light

The first diagonal crosswalk 131 is the green light phase

The second diagonal crosswalk 132 is the red light phase

The remaining crosswalks with no vehicles entering or exiting 130 are in the green light phase

To sum up, the road intersection structure of the embodiment of the present application creatively divides the barrier-free highway into two parts, which are respectively arranged on both sides of the intersection. At the same time, the ramp group leading in and out of the barrier-free highway is arranged between the two parts of the highway, so that The intersection is more compact, reducing the distance and time required to enter and exit the accessible road. Moreover, the structural design is extremely flexible and scalable, and can well match the development of the traffic interchange.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present application, but not to limit it; under the idea of the present application, the technical features of the above embodiments or different embodiments can also be combined. The steps may be performed in any order, and there are many other variations of different aspects of the application as described above, which for the sake of brevity are not provided in detail; although the application has been described in detail with reference to the foregoing embodiments, one of ordinary skill in the art Skilled persons should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not deviate from the essence of the corresponding technical solutions from the implementation of the present application. Example scope of technical solutions.

Claims (10)

1. A road intersection structure, the road intersection structure is formed by the intersection of two roads with intersecting driving directions, at least one of which is a barrier-free road; the upward part of the barrier-free road is arranged at the plane intersection On one side of the intersection, the descending lanes of the barrier-free highway are arranged on the other side of the plane intersection; the ramp group of the barrier-free highway and the connecting passages, the inner entrances and exits of the ramps and the circular passage are all It is arranged between the upstream and downstream parts of the road; its characteristics include: A. The above-mentioned level intersection layout is: i). Traffic lights, the plurality of traffic lights are controlled by a traffic light control system, and the traffic at the level intersection is dispatched in a two-phase cyclic manner; ii). Pedestrian crossings, including: a. Each end of the barrier-free highway is equipped with four sets of pedestrian crosswalks with staggered red and green lights to allow pedestrians to cross the barrier-free highway in sections; b. Each of the barrier-free highways is equipped with a diagonal pedestrian crossing at the intersection; allowing pedestrians to cross diagonally across the interlaced barrier-free highways or interlaced urban roads; iii). Ramp group, vehicles leave the barrier-free highway through the barrier-free highway ramp group, or enter the barrier-free highway ramp group from the intersecting roads; the barrier-free highway ramp group includes: a. Connection channel, the connection channel includes: (1). At least two connected left-turn lanes controlled by a set of traffic lights and pedestrian crossings; (2). At least two connecting right-turn lanes controlled by a set of traffic lights and pedestrian crossings; (3). At least two connections controlled by a set of traffic lights and pedestrian crossings turn left into the receiving lane; (4). At least two connections controlled by a set of traffic lights and pedestrian crossings turn right into the receiving lane; b. Entrances and exits on the inside of the ramp; the entrances and exits on the inside of the ramp of the barrier-free highway include: (1).At least one inside exit lane; (2).At least one inside entrance lane; The inner exit lane of the ramp and the inner entrance lane of the ramp are both located between the two upgoing and downward through lanes; the other end of the inner exit lane of the barrier-free highway and the inner entrance lane of the ramp and the circular channel connection; c. Annular channel, the annular channel includes: (1). There are at least two upward circular passages connecting the exit lane on the inside of the ramp; the other end of the upward circular passage is connected to the left-turn and right-turn lanes of the connecting lane; the inner one is The upward circular channel is also connected to the upper and lower U-turn lanes; (2). There are at least two downward circular passages connecting the entrance lane on the inside of the ramp; one end of the downward circular passage is connected to the receiving lane that turns from the left and turns from the right of the connecting lane; The other end of the downward circular channel is connected to the inner entrance lane of the ramp; at least one of the inner downward circular channels is also connected to the downturn and upper U-turn lane; (3). At least one up-turn-down U-turn lane connecting the inner upward circular channel; the other end of the up-turn-down U-turn lane is connected to the downward circular channel; (4). At least one turn-down and U-turn lane connecting the inner downward circular channel; the other end of the turn-down and U-turn lane is connected to the barrier-free highway; iv). The other intersecting road is not a barrier-free road but an urban road; the urban road does not contain non-motorized bicycle lanes, except for at least two left-turn lanes, at least two through lanes, and at least two basic functions. In addition to the right turn lane and at least two receiving lanes, it also includes: a. A distal intersection area; b. At least two far-end right-turn lanes are prepared for shifting; c. At least two receiving lanes turning from the right are dedicated to receiving vehicles turning from the right; d. At least two receiving lanes turning from the left are dedicated to receiving additional vehicles turning from the left; e. A set of at least two additional traffic lights at the near end that receive lanes turning from the left specifically indicating permitted entry and prohibited entry; f. At the far end of at least two right-turn receiving lanes, there is a set of traffic signs showing 'Give'; v). The other intersecting road is not a barrier-free road but an urban road; the urban road contains non-motorized bicycle lanes, in addition to a pair of bicycle lanes with basic functions, at least two left-turn lanes, and at least two through lanes , in addition to at least two right-turn lanes and at least two receiving lanes, also include: a. A distal intersection area; b. At least two far-end right-turn lanes are prepared for shifting; c. At least two receiving lanes turning from the right are dedicated to receiving vehicles turning from the right; d. A bicycle receiving lane that accepts straight entry from the other side of the at-grade intersection; B. The barrier-free upstream and downstream straight lanes of the barrier-free highway are respectively arranged on both sides of the intersection; the barrier-free highway's upstream lane and downstream lane each have: i). Two elevated through lanes for barrier-free access across the intersecting road; ii). Two elevated through lanes for barrier-free access across the intersecting road; iii). Two upbound through lanes for sustainable development and expansion with reserved locations in the plan; iv). Two downbound through lanes for sustainable development and expansion with reserved locations in the plan; v). The additional upbound outer entrance and exit lanes reserved in the plan; vi). The additional downward entrance and exit lanes reserved in the planning. 2. The road intersection structure according to claim 1, characterized in that the two roads with intersecting driving directions are a first barrier-free road and a second barrier-free road. 3. The road intersection structure according to any one of claims 1-2, characterized in that each end of the barrier-free road connecting the plane intersection is equipped with four sets of pedestrian crossings staggered and segmented to connect. Pedestrians cross the barrier-free road in sections. 4. The road intersection structure according to claim 1, characterized in that the at least one barrier-free road includes an upward part and a downward part with opposite traveling directions; wherein the upward part and the downward part pass through the They begin to separate from each other before the grade intersection, and then cross the other intersecting road via elevated roads on both sides of the grade intersection, and then meet again at the other end of the barrier-free road. 5. The road intersection structure according to any one of claims 1 to 2, characterized in that the circular passage is respectively arranged with an upward turn-down U-turn lane and a downward turn-up U-turn lane to allow vehicles to turn around and adjust directions. 6. The road intersection structure according to claim 5, characterized in that the number of lanes of the connecting passage is at least twice the number of the circular passage, and the number of lanes of the circular passage is the entrance and exit of the barrier-free highway ramp. At least double the number of lanes. 7. The road intersection structure according to any one of claims 1 to 6, characterized in that the two roads with intersecting driving directions are a barrier-free road and another road equipped with a far-end ready-shift right-turn lane and a Urban roads in far-end intersection areas. 8. The road intersection structure according to claim 7, characterized in that the urban road provided with a distal ready-shift right-turn lane and a distal intersection area includes a bicycle lane for non-motorized vehicles. 9. The road intersection structure according to any one of claims 1 to 8, characterized in that each of the barrier-free roads is equipped with a diagonal pedestrian crossing at the level intersection to allow pedestrians to cross diagonally. The staggered barrier-free highway or the staggered urban road. 10. The road intersection structure according to any one of claims 1 to 9, characterized in that the phase setting method of the traffic light control system is a two-phase cycle.