CN212895731U - Urban road - Google Patents

Abstract

The application provides an urban road, which comprises a first road section, wherein the first road section comprises a motor vehicle lane, a non-motor vehicle lane positioned on one side of the motor vehicle lane and a sidewalk positioned on one side of the non-motor vehicle lane far away from the motor vehicle lane, the road surface of the non-motor vehicle lane is higher than the road surface of the motor vehicle lane, and the road surface of the sidewalk is higher than the road surface of the non-motor vehicle lane; the first section further comprises a first ramp connecting the vehicle lane with the non-vehicle lane and a second ramp connecting the non-vehicle lane with the sidewalk, the first ramp and the second ramp extending along a length direction of the non-vehicle lane, respectively. According to the urban road, the road heights of the motor vehicle lane, the non-motor vehicle lane and the sidewalk in the urban road rise sequentially, and the safety of all vehicles and pedestrians is improved; the flexible isolation of the motor vehicle lane, the sidewalk and the non-motor vehicle lane is realized through the first slope and the second slope, so that the non-motor vehicle can conveniently drive in and drive out of the non-motor vehicle lane when needed, the driving safety of the non-motor vehicle can be guaranteed, and the maintenance of an urban road is facilitated.

Description

Urban road

Technical Field

The application belongs to the technical field of road construction, and more specifically relates to an urban road.

Background

The existing urban road comprises a sidewalk, a non-motor vehicle lane and a motor vehicle lane, wherein the non-motor vehicle lane is positioned on two sides of the motor vehicle lane, the non-motor vehicle lane and the motor vehicle lane are positioned at the same road surface height, a white solid line is adopted between the non-motor vehicle lane and the motor vehicle lane as a boundary, the road surface of the sidewalk is higher than the road surface of the non-motor vehicle lane, and road teeth vertical to the motor vehicle lane are arranged between the sidewalk and the non-motor.

The road surface height of the motor vehicle lane can gradually decrease from the middle part of the motor vehicle lane to the two sides, so that sewage, garbage and the like on the motor vehicle lane are easy to collect on the non-motor vehicle lane, the driving environment of the non-motor vehicle is poor, and the riding safety of the non-motor vehicle is influenced.

During the running process of the motor vehicle and the non-motor vehicle, the motor vehicle is easy to get into a non-motor vehicle lane by crossing the white solid line, and the non-motor vehicle is also easy to get into the motor vehicle lane by crossing the white solid line, so that the running safety of the non-motor vehicle is poor.

During the driving process of the non-motor vehicle, the curb can prevent the non-motor vehicle from driving into or out of a non-motor vehicle lane, and the non-motor vehicle can be turned to a sidewalk from the non-motor vehicle lane or can pass through the motor vehicle lane from the sidewalk at an intersection. When the vehicle is at the intersection, pedestrians and vehicles are crossed, so that congestion is easy to occur, and great inconvenience is brought to driving of non-motor vehicles.

SUMMERY OF THE UTILITY MODEL

An object of the embodiment of the application is to provide an urban road to solve the technical problems that the environment of a non-motor vehicle driving road on the urban road is poor, the safety is poor, and the non-motor vehicle is inconvenient to drive in or drive out of the non-motor vehicle lane in the prior art.

In order to achieve the purpose, the technical scheme adopted by the application is as follows: providing an urban road comprising a first road segment comprising a motorway, a non-motorway on one side of the motorway and a sidewalk on one side of the non-motorway away from the motorway, the road surface of the non-motorway being higher than the road surface of the motorway, the road surface of the sidewalk being higher than the road surface of the non-motorway; the first road segment further includes a first slope connecting the vehicle lane and the non-vehicle lane and a second slope connecting the non-vehicle lane and the sidewalk, the first slope and the second slope respectively extending along a length direction of the non-vehicle lane.

Optionally, the urban road further includes a crossing disposed on the first road segment, the crossing includes a first crosswalk disposed on the motor vehicle lane, a first ramp connecting the first crosswalk with the non-motor vehicle lane, and a second ramp connecting the non-motor vehicle lane with the sidewalk, a slope angle of the first ramp is smaller than a slope angle of the first ramp, and a slope angle of the second ramp is smaller than a slope angle of the second ramp.

Optionally, the height of the first slope is 10cm-15cm, and the width of the first slope is 15cm-40 cm.

Optionally, the height of the second slope is 10cm-15cm, and the width of the second slope is 15cm-40 cm.

Optionally, a drain port is formed in the first slope at a position adjacent to the vehicle lane.

Optionally, a plurality of first drainage grooves are formed in the first slope; and a plurality of second drainage grooves are formed in the second slope, and a plurality of third drainage grooves are formed in the non-motor vehicle lane along the width direction.

Optionally, the urban road further comprises a plurality of the first road segments intersecting and a first intersection connecting the plurality of the first road segments intersecting; the first intersection comprises second pedestrian crossings arranged on the motor vehicle lanes respectively, a third ramp connecting the non-motor vehicle lane and two adjacent second pedestrian crossings, and a fourth ramp connecting the non-motor vehicle lane and the sidewalks.

Optionally, the urban road further comprises a plurality of the first road segments intersecting and a second intersection connecting the plurality of the first road segments intersecting; the second intersection comprises third pedestrian crossings arranged on the motor vehicle lanes respectively, a first safety island connecting the non-motor vehicle lane and two adjacent third pedestrian crossings, and a fifth ramp connecting the non-motor vehicle lane and the sidewalks.

Further, the road surface of the first safety island and the road surface of the non-motor vehicle lane are located at the same height.

Optionally, the urban road further comprises a plurality of the first road segments intersecting and a third intersection connecting the plurality of the first road segments intersecting; the third intersection comprises fourth pedestrian crossings arranged on the motor vehicle lanes respectively, a curve connecting the two intersected motor vehicle lanes, a second safety island connecting the two adjacent fourth pedestrian crossings and the curve, a sixth ramp connecting the curve and the non-motor vehicle lane and a seventh ramp connecting the non-motor vehicle lane and the sidewalk.

The application provides an urban road's beneficial effect lies in: compared with the prior art, the road surface heights of the motor vehicle lane, the non-motor vehicle lane and the sidewalk in the first road section of the urban road sequentially rise, so that the motor vehicle, the non-motor vehicle and the pedestrians are located at different road surface heights, the condition that the motor vehicle enters the non-motor vehicle lane, the driving safety of the non-motor vehicle is threatened is avoided, and the driving safety of the non-motor vehicle can be improved; the influence of the non-motor vehicle entering the sidewalk on the pedestrians is avoided, and the safety of the pedestrians is guaranteed; the movement of the motor vehicle, the non-motor vehicle and the pedestrian can be kept relatively independent and is not easy to interfere, and the safety of each vehicle and pedestrian is improved; meanwhile, the phenomenon that sewage, garbage and the like are gathered to the non-motor vehicle lane due to the fact that two sides of the motor vehicle lane are slightly lower to influence the driving of the non-motor vehicle is avoided, and the driving safety of the non-motor vehicle is guaranteed; the first slope and the second slope are adopted, so that flexible isolation of a motor vehicle lane, a non-motor vehicle lane and a sidewalk is realized, vertical road teeth are prevented from blocking the non-motor vehicle from entering and leaving the non-motor vehicle lane, the non-motor vehicle can conveniently enter and leave the non-motor vehicle lane when needed, and meanwhile, maintenance and repair of an urban road are facilitated; therefore, the non-motor vehicles can determine the positions of entering or leaving the non-motor vehicle lanes according to the requirements, the non-motor vehicles can conveniently run, and the traffic jam at the intersection can be favorably alleviated.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

FIG. 1 is a top view of an urban road provided by an embodiment of the present application;

FIG. 2 is a schematic structural view of a cross section of the first segment of FIG. 1;

FIG. 3 is a top view of an urban road provided in accordance with another embodiment of the present application;

FIG. 4 is an enlarged view taken at A in FIG. 3;

FIG. 5 is a top view of an urban road provided in accordance with another embodiment of the present application;

FIG. 6 is a schematic diagram of the structure of the first security island of FIG. 5;

FIG. 7 is a top view of an urban road provided in accordance with another embodiment of the present application;

fig. 8 is a schematic structural diagram of the second security island in fig. 7.

Wherein, in the figures, the respective reference numerals:

1-a first road segment; 11-a vehicle lane; 12-a non-motorized lane; 13-sidewalk; 14-a first ramp; 15-a second ramp;

2-crossing the road; 21-a first pedestrian crossing; 22-a first ramp; 23-a second ramp;

3-first intersection; 31-a second crosswalk; 32-a third ramp; 33-fourth ramp;

4-a second intersection; 41-third pedestrian crossing; 42-first security island; 421-reflective isolation columns; 422-signal lamp; 423-crash barrier; 424-stool; 425-artistic ornamental facilities; 43-fifth ramp;

5-third intersection; 51-fourth crosswalk; 52-second island of security; 53-sixth ramp; 54-seventh ramp; 55-bend; 56-fifth crosswalk.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects to be solved by the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or be indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element.

It will be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship indicated in the drawings that is solely for the purpose of facilitating the description and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the present application.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.

Referring to fig. 1 and fig. 2 together, the urban road provided by the embodiment of the present application will now be described. The urban road comprises a first road section 1, wherein the first road section 1 comprises a motor vehicle lane 11, a non-motor vehicle lane 12 and a sidewalk 13, the non-motor vehicle lane 12 is positioned on one side of the motor vehicle lane 11, and the sidewalk 13 is positioned on one side of the non-motor vehicle lane 12 far away from the motor vehicle lane 11. The road surface of the non-motor vehicle lane 12 is higher than the road surface of the motor vehicle lane 11, and the road surface of the sidewalk 13 is higher than the road surface of the non-motor vehicle lane 12. The first road section 1 further comprises a first slope 14 and a second slope 15, the first slope 14 connects the non-motor lane 12 with the motor lane 11, the second slope 15 connects the non-motor lane 12 with the sidewalk 13, and the first slope 14 and the second slope 15 extend along the length direction of the non-motor lane 12.

The road surface height of the urban road motor vehicle lane 11, the non-motor vehicle lane 12 and the sidewalk 13 in the application rises in sequence, so that the motor vehicle, the non-motor vehicle and the pedestrian are located at different heights, the limit of two sides of the non-motor vehicle lane 12 is obvious, when the motor vehicle drives into the first slope 14, due to the height difference of two sides of the first slope 14, a driver can notice that the vehicle drives in the deviation non-motor vehicle lane 12, so that the driver can adjust the driving direction of the vehicle in time, the vehicle is prevented from entering the non-motor vehicle lane 12, and the driving safety of the non-motor vehicle is improved. During the driving of the non-motor vehicle, the first slope 14 and the second slope 15 can enable the non-motor vehicle to drive on the non-motor vehicle lane 12, and the non-motor vehicle is prevented from changing lanes randomly. Therefore, the movement of the motor vehicle, the non-motor vehicle and the pedestrian can be kept relatively independent and not interfered with each other, and the safety of each vehicle and pedestrian is improved. Meanwhile, the road surface of the non-motor vehicle lane 12 is higher than the road surface of the motor vehicle lane 11, so that the phenomenon that sewage, garbage and the like are gathered to the non-motor vehicle lane 12 due to the fact that the two sides of the motor vehicle lane 11 are slightly lower to influence the driving of the non-motor vehicle is avoided, the riding environment of the non-motor vehicle is improved, and the driving safety of the non-motor vehicle is guaranteed.

Further, the first slope 14 is used for connecting the motor vehicle lane 11 and the non-motor vehicle lane 12, so that flexible isolation of the motor vehicle lane 11, the non-motor vehicle lane 12 and the sidewalk 13 is realized, the situation that the non-motor vehicle is blocked by a rail or a vertical curb in the prior art is avoided, and the non-motor vehicle can be allowed to change lanes when needed, such as at the position of the non-motor vehicle adjacent to an intersection; the adoption of the second slope 15 can allow the non-motor vehicles to change lanes between the non-motor vehicle lane 12 and the sidewalk 13, so that the non-motor vehicles can determine lane changing positions according to required parking positions, the driving of the non-motor vehicles is facilitated, and the traffic jam at the intersection is favorably alleviated. For example, when the parking position of the non-motor vehicle is located between two intersections, the non-motor vehicle can directly change from the middle of the non-motor vehicle lane 12 to the parking position without traveling from the sidewalk 13 to the parking position. Moreover, the first slope 14 and the second slope 15 are adopted, the defect that in the prior art, the urban road is separated by the marked lines, and the marked lines are prone to abrasion is overcome, and maintenance and repair of the urban road are facilitated.

In an embodiment of the present application, referring to fig. 3 and fig. 4, the urban road further includes a crossing 2, and the crossing 2 is disposed on the first road segment 1. The crossing 2 comprises a first crosswalk 21, a first ramp 22 and a second ramp 23, wherein the first crosswalk 21 is arranged on the motor way 11, the first ramp 22 is connected with the first crosswalk 21 and the non-motor way 12, and the second ramp 23 is connected with the non-motor way 12 and the sidewalk 13. The use of the crossing 2 allows pedestrians and non-motor vehicles to traverse the first road segment 1 through the crossing 2. Further, the slope angle of the first slope 22 is smaller than the slope angle of the first slope 14, and the slope angle of the second slope 23 is smaller than the slope angle of the second slope 15. This can slow down the slope between the sidewalk 13 and the first crosswalk 21, facilitating the passage of pedestrians and non-motor vehicles.

Optionally, on the first road section 1, two non-motor vehicle lanes 12 are respectively arranged on two sides of the motor vehicle lane 11, and a sidewalk 13 is arranged on the outer side of each non-motor vehicle lane 12.

Alternatively, referring to fig. 1 and 2, the height of the primary ramp 14 is 10cm-15cm, i.e., the road surface of the non-motor vehicle lane 12 is 10cm-15cm higher than the road surface of the motor vehicle lane 11 adjacent to the non-motor vehicle lane 12. In the height range, when the motor vehicle runs to the edge of the motor vehicle lane 11 towards the non-motor vehicle lane 12, the driver can timely detect that the motor vehicle deviates from the motor vehicle lane 11 through the height of the first slope 14, and adjust the running direction of the motor vehicle to prevent the motor vehicle from running into the non-motor vehicle lane 12; on the other hand, it is possible to allow a lane change of a non-motor vehicle or a pedestrian from the motor vehicle lane 11 to the non-motor vehicle lane 12.

Alternatively, referring to fig. 1 and 2, the width of the first slope 14 in the horizontal direction is 15cm to 40cm, i.e., the horizontal distance between the vehicle lane 11 and the non-vehicle lane 12 is 15cm to 40 cm. Within the width range, the first slope 14 can reserve a certain distance for the motor vehicle and the non-motor vehicle, so that accidents caused by the fact that goods and the like exceed the width of the vehicle or the vehicle body in the running process of the vehicle and the non-motor vehicle normally runs on the non-motor vehicle lane 12 is prevented from being scratched when the vehicle runs by side. Optionally, the slope angle of the primary ramp 14 is 15 ° -45 °. Optionally, the width of the first slope 14 in the horizontal direction is 20cm to 30 cm.

Alternatively, referring to fig. 1 and 2, the height of the secondary ramp 15 is 10cm-15cm, i.e., the pavement of the sidewalk 13 is 10cm-15cm higher than the pavement of the non-motor vehicle lane 12. In the height range, when the speed of the non-motor vehicle is higher, the non-motor vehicle is not easy to drive on the second slope 15, so that the non-motor vehicle is not easy to directly drive into the sidewalk 13 from the non-motor vehicle lane 12, and the situation that the non-motor vehicle rushes into the sidewalk 13 at too high speed to endanger the safety of pedestrians is avoided; at the same time, the non-motor vehicle is allowed to pass through the second slope 15 at a slow speed.

Alternatively, referring to fig. 1 and 2, the width of the secondary ramp 15 in the horizontal direction is 15cm-40cm, i.e., the horizontal distance between the non-motor vehicle lane 12 and the sidewalk 13 is 15cm-40 cm. The width of the second slope 15 can reserve a certain distance between the non-motor vehicle and the pedestrian, so that the scraping and rubbing between the non-motor vehicle and the pedestrian on the sidewalk 13 adjacent to the non-motor vehicle lane 12 in the driving process of the non-motor vehicle are avoided. Optionally, the slope angle of the secondary ramp 15 is 15 ° -45 °. Optionally, the width of the secondary ramp 15 in the horizontal direction is 20cm to 30 cm.

In one embodiment of the present application, the sidewalk 13 is provided with a parking space for the non-motor vehicle adjacent to the second slope 15, and when the non-motor vehicle is parked, the non-motor vehicle can be parked only by changing the lane from the non-motor vehicle lane 12 to the pedestrian lane 13, so that the non-motor vehicle is prevented from bypassing when parking. Meanwhile, the parking space for the non-motor vehicles can also set obstacles for the non-motor vehicles to run on the sidewalk 13, so that the non-motor vehicle drivers are prevented from riding along the sidewalk 13 adjacent to the second slope 15, and pedestrians are prevented from running along the edge of the sidewalk 13 adjacent to the non-motor vehicle lane 12.

In an embodiment of the application, first slope 14 is laid by the curb and forms, and second slope 15 is laid by the curb and forms, adopts the curb to lay first slope 14 and second slope 15, can play certain buffering anticollision effect to play flexible isolation.

Optionally, the length of the first ramp 22 is 30cm-50cm, the length of the second ramp 23 is 30cm-50cm, and the first ramp 22 and the second ramp 23 are relatively gentle, so that pedestrians or non-motor vehicles can change lanes through the first ramp 22 or the second ramp 23. Of course, the first ramp 22 and the second ramp 23 can also form a passage for the motor vehicle to stop when it leaves the motor vehicle lane 11. Optionally, the first ramp 22 extends obliquely downwards from the edge of the non-motor vehicle lane 12 adjacent to the motor vehicle lane 11 towards the other side of the motor vehicle lane 11, the second ramp 23 extends obliquely upwards from the edge of the non-motor vehicle lane 12 adjacent to the sidewalk 13 towards the sidewalk 13 away from the motor vehicle lane 11, so that the first ramp 22 and the second ramp 23 do not occupy the non-motor vehicle lane 12, and the part of the first ramp 22 extending to the motor vehicle lane 11 can force the motor vehicle to decelerate at the crossing 2, which helps to protect the safety of pedestrians and non-motor vehicles. And the second ramp 23 is formed to be slotted on the second ramp 15, so that the influence on pedestrians and the influence on the non-motor vehicles running along the non-motor vehicle lane 12 between the first ramp 22 and the second ramp 23 are reduced.

In one embodiment of the present application, the first ramp 14 has a drain opening formed therein, which is located adjacent to the vehicle lane 11, wherein the drain opening may be connected to a drain well for draining surface water. The water outlet is formed in the first slope 14, so that garbage and the like on the motor way 11 can be prevented from being accumulated to lower positions on two sides of the non-motor vehicle to block the water outlet, and the running of the non-motor vehicle is prevented from being influenced.

Optionally, the drain opening is provided with a grate, with which it is possible to reduce the entry of refuse and the like into the drain opening, blocking the drain passage.

Optionally, a plurality of first drainage grooves are formed in the first slope 14, a plurality of second drainage grooves are formed in the second slope 15, the first drainage grooves can promote rainwater to flow on the first slope 14, so that the first slope 14 is kept dry, and the second drainage grooves can promote rainwater to flow on the second slope 15, so that the second slope 15 is kept dry. Therefore, the phenomenon that the first slope 14 and the second slope 15 are slippery or seeped water when raining, so that the non-motor vehicle lane 12 is easy to slip when changing lanes is avoided, and the anti-slip effect is achieved.

Optionally, a plurality of third water drainage grooves are formed in the non-motor vehicle lane 12, the third water drainage grooves can drain water in the non-motor vehicle lane 12 away quickly, the phenomenon that the water in the non-motor vehicle lane 12 is accumulated in rainy days, riding safety is affected, and meanwhile an anti-skidding effect can be achieved.

Optionally, the first slope 14 may also be planted with green plants alternately, which is beneficial to road greening on the one hand and can play a certain role in anti-collision isolation on the other hand. Optionally, the second slope 15 can be alternately planted with green plants, so that road greening is facilitated on the one hand, and certain anti-collision isolation effect can be achieved on the other hand. Optionally, the green plants on the first slope 14 and the green plants on the second slope 15 are alternately arranged, so that the interference to the sight line can be avoided, and the greening area can be increased.

Optionally, the urban road further includes a second road segment, the second road segment is connected to the first road segment 1, and the structure of the second road segment may be the same as that of the first road segment 1, or may be a structure different from that of the first road segment 1.

In one embodiment of the present application, referring to fig. 3 and 4, the urban road includes a plurality of first road segments 1 and a first intersection 3, the plurality of first road segments 1 intersect, and the first intersection 3 connects the plurality of intersecting first road segments 1. The first intersection 3 comprises a second crosswalk 31, a third ramp 32 and a fourth ramp 33. Each motor vehicle lane 11 is provided with a second crosswalk 31, a third ramp 32 connects two adjacent second crosswalks 31 and corresponding non-motor vehicle lanes 12, and a fourth ramp 33 connects the non-motor vehicle lanes 12 and the sidewalks 13. The first intersection 3 can be used for communicating the first intersection 1, and the third ramp 32 and the fourth ramp 33 can communicate the second pedestrian crossing 31 and the sidewalk 13, so that pedestrians can conveniently pass through the second crossing. The first intersection 3 may be a three-way intersection, an intersection, or the like.

Optionally, the slope angle of the third ramp 32 is smaller than the slope angle of the first ramp 14 and the slope angle of the fourth ramp 33 is smaller than the slope angle of the second ramp 15, which facilitates the passage of pedestrians, non-motor vehicles and motor vehicles through the first intersection 3.

In one embodiment of the present application, referring to fig. 5 and 6, the urban road includes a plurality of first road segments 1 and a second intersection 4, the plurality of first road segments 1 intersect, and the second intersection 4 connects the plurality of intersecting first road segments 1. The second intersection 4 comprises a third pedestrian crossing 41, a first safety island 42 and a fifth ramp 43, wherein the third pedestrian crossing 41 is arranged on each motor vehicle lane 11, the first safety island 42 is connected with two adjacent third pedestrian crossings 41 and non-motor vehicle lanes 12, and the fifth ramp 43 is connected with the non-motor vehicle lanes 12 and the sidewalks 13. The first safety island 42 and the fifth ramp 43 are adopted, so that pedestrians or non-motor vehicles can conveniently pass through the third crosswalk 41. The second intersection 4 may be a three-way intersection, an intersection, or the like.

Optionally, the slope angle of the fifth ramp 43 is smaller than the slope angle of the second ramp 15, which facilitates the passage of pedestrians and non-motor vehicles through the third intersection 5.

Optionally, the road surface of the first safety island 42 is at the same elevation as the road surface of the non-motorized lane 12. When a pedestrian or non-motor vehicle passes by the first safety island 42 from the non-motor vehicle lane 12, no obstacle exists, facilitating the passage of the pedestrian and the non-motor vehicle. Optionally, the position of the first security island 42 adjacent to each third crosswalk 41 is inclined downward in the direction of each corresponding third crosswalk 41, so that pedestrians pass through the third crosswalk 41 and the first security island 42.

Optionally, two sets of crash barriers 423 are disposed on two sides of the first safety island 42, and the two sets of crash barriers 423 are respectively disposed on two sides of the first safety island 42 adjacent to the intersecting first road segment 1. The pedestrian on the first safety island 42 can be protected by the crash barrier 423, and the vehicle is prevented from entering the safety island 4. Optionally, be equipped with red and white alternate reflector layer on crashproof guardrail 423, through red and white alternate reflector layer, can play stronger warning effect to the passing vehicle, avoid the vehicle to collide with first safety island 42.

Optionally, a reflective isolation pillar 421 is disposed on the first safety island 42, the reflective isolation pillar 421 is located on the first safety island 42 and adjacent to the third crosswalk 41, and the reflective isolation pillar 421 is used to play a warning role, so as to prompt the driver of the motor vehicle about the boundary of the safety island 4.

Optionally, a signal lamp 422 is disposed on the first safety island 42, and the signal lamp 422 is located on a corner of the first safety island 42 away from the intersection of the two motor vehicle lanes 11. This facilitates the observation of the signal lights 422 by the individual direction personnel and vehicles.

Optionally, a stool 424 is disposed on the first safety island 42, and the stool 424 is used for a pedestrian to sit down, and on the other hand, the stool 424 can also protect the pedestrian.

Optionally, an artistic ornamentation 425 is further disposed on the first safety island 42, the artistic ornamentation 425 is located between each stool 424 and the corresponding crash barrier 423, wherein the artistic ornamentation 425 may be green plants, sculptures, or the like.

In an embodiment of the present application, referring to fig. 7 and 8, the urban road further includes a plurality of first road segments 1 and a third intersection 5, the plurality of first road segments 1 intersect, and the third intersection 5 connects the plurality of intersecting first road segments 1. The third intersection 5 comprises a fourth crosswalk 51, a second safety island 52, a curve 55, a sixth ramp 53 and a seventh ramp 54, wherein the fourth crosswalk 51 is arranged on each motor vehicle lane 11, the curve 55 connects two intersected motor vehicle lanes 11, the curve 55 is positioned between the second safety island 52 and the non-motor vehicle lane 12, the second safety island 52 connects two adjacent fourth crosswalks 51 and the curve 55, the sixth ramp 53 connects the curve 55 with the non-motor vehicle lane 12, and the seventh ramp 54 connects the non-motor vehicle lane 12 with the sidewalk 13. The use of the curve 55 facilitates the turning of the motor vehicle, the use of the second safety island 52, the sixth ramp 53 and the seventh ramp 54 facilitates the passage of pedestrians through the third intersection 5, and the second safety island 52 can facilitate the passage of pedestrians section by section through the third intersection 5. The third intersection 5 may be a three-way intersection, an intersection, etc., and the motor vehicle lane 11 of each first road segment 1 is a multi-lane, such as a four-lane or a six-lane, etc.

Optionally, the slope angle of the sixth ramp 53 is less than the slope angle of the first ramp 14 and the slope angle of the seventh ramp 54 is less than the slope angle of the second ramp 15, which facilitates the passage of pedestrians, non-motor vehicles and motor vehicles through the third intersection 5.

Optionally, the road surface of the second safety island 52 is at the same elevation as the road surface of the non-motorized vehicle lane 12. A fifth pedestrian crossing 56 is arranged on the curved road 55, the fifth pedestrian crossing 56 is connected with the sixth ramp 53 and the second safety island 52, the road surface of the fifth pedestrian crossing 56 is higher than that of the curved road 55, one side of the second safety island 52, which is adjacent to the fifth pedestrian crossing 56, is inclined downwards towards the fifth pedestrian crossing 56 and extends, and the two sides of the fifth pedestrian crossing 56, which are towards the two ends of the curved road 55, are respectively inclined downwards towards the two ends of the curved road 55. This facilitates the passage of the pedestrian through the bend 55 while at the same time enabling the vehicle to decelerate as it passes through the bend 55 by virtue of the height of the fifth crosswalk 56. Alternatively, the structure of second islands 52 may be the same structure as first islands 42.

The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (10)

1. An urban road comprising a first section comprising a motorway, a non-motorway on one side of the motorway and a sidewalk on the side of the non-motorway remote from the motorway, characterized in that: the pavement of the non-motor vehicle lane is higher than the pavement of the motor vehicle lane, and the pavement of the sidewalk is higher than the pavement of the non-motor vehicle lane; the first road segment further includes a first slope connecting the vehicle lane and the non-vehicle lane and a second slope connecting the non-vehicle lane and the sidewalk, the first slope and the second slope respectively extending along a length direction of the non-vehicle lane.

2. The urban road according to claim 1, characterized in that: the urban road further comprises a crossing arranged on the first road section, the crossing comprises a first pedestrian crossing arranged on the motor vehicle lane, a first slope connected with the first pedestrian crossing and a first slope connected with the non-motor vehicle lane, and a second slope connected with the non-motor vehicle lane and the second slope of the sidewalk, wherein the slope angle of the first slope is smaller than that of the first slope, and the slope angle of the second slope is smaller than that of the second slope.

3. The urban road according to claim 1, characterized in that: the height of the first slope is 10cm-15cm, and the width of the first slope is 15cm-40 cm.

4. The urban road according to claim 1, characterized in that: the height of the second slope is 10cm-15cm, and the width of the second slope is 15cm-40 cm.

5. The urban road according to claim 1, characterized in that: and a water outlet is formed in the position, adjacent to the motor vehicle lane, of the first slope.

6. The urban road according to claim 1, characterized in that: a plurality of first drainage grooves are formed in the first slope; and a plurality of second drainage grooves are formed in the second slope, and a plurality of third drainage grooves are formed in the non-motor vehicle lane along the width direction.

7. The urban road according to any one of claims 1 to 6, characterized in that: the urban road further comprises a plurality of intersected first road segments and a first intersection which connects the plurality of intersected first road segments; the first intersection comprises second pedestrian crossings arranged on the motor vehicle lanes respectively, a third ramp connecting the non-motor vehicle lane and two adjacent second pedestrian crossings, and a fourth ramp connecting the non-motor vehicle lane and the sidewalks.

8. The urban road according to any one of claims 1 to 6, characterized in that: the urban road further comprises a plurality of intersected first road segments and a second intersection which connects the plurality of intersected first road segments; the second intersection comprises third pedestrian crossings arranged on the motor vehicle lanes respectively, a first safety island connecting the non-motor vehicle lane and two adjacent third pedestrian crossings, and a fifth ramp connecting the non-motor vehicle lane and the sidewalks.

9. The urban road of claim 8, wherein: the road surface of the first safety island and the road surface of the non-motor vehicle lane are located at the same height.

10. The urban road according to any one of claims 1 to 6, characterized in that: the urban road further comprises a plurality of intersected first road segments and a third intersection which connects the plurality of intersected first road segments; the third intersection comprises fourth pedestrian crossings arranged on the motor vehicle lanes respectively, a curve connecting the two intersected motor vehicle lanes, a second safety island connecting the two adjacent fourth pedestrian crossings and the curve, a sixth ramp connecting the curve and the non-motor vehicle lane and a seventh ramp connecting the non-motor vehicle lane and the sidewalk.

Images