Patent Application
20180266056
The present invention relates to the technical field of road engineering for urban construction, and in particular to an interchange crossroad with people walking on ground and vehicles traveling above and under the ground.
Nowadays, most of the road interchanges in the world generally take the form of a cloverleaf interchange road, which can solve the problem of traffic congestion in the case of high vehicle speed and large traffic flow. However, such a cloverleaf interchange road occupies an area 4 to 5 times as large as the road area, resulting in a great waste of land. Especially in the case where there is an increasing shortage of land resources in a modernized city, the cloverleaf interchange roads are intolerable to the urban area due to a great waste of land areas.
1. Although cities have entered the 21st century along with development, the traffic is still vehicle-oriented, and human passage encounters various difficulties. Thus, “better city, better life” is advocated, in which people-oriented traffic is essential. It is the direction of progress of roads that people moving physically, including those who are old, weak, sick, disabled or tired, are allowed to walk on the ground, while vehicles moving by machines are caused to climb higher and fall lower than the ground (vehicles do not suffer losses, because the vehicles no longer meet red traffic lights or the time of waiting for the red traffic light is shorter).
2. In the 21st century, cities become gradually crowed, there are so many people and so many vehicles, and level intersection entanglements have become the shackles of traffic. A lot of time in life is wasted in traffic waiting.
The whole world is seeking for a breakthrough point.
3. Urban land: the urban land is in great insufficiency, roads for motor vehicles have occupied a large proportion of the original ecological land, and thus it is necessary to invest in land for “development”.
Mass demolition is a bottleneck in the widespread application of traditional interchanges in the city center.
With the history progress, the city housings have generally changed from a single-layer house to a building. At a strategic moment of history, layer stacking greatly develops the resources of “usable areas” of roads, and the day when the roads will be changed generally from level roads to “multi-layer roads” is coming soon.
4. The drawbacks of the cloverleaf interchange which is dominated in the world are that: it occupies too much land; it focuses only on the vehicles; it is too difficult for people to pass therethrough; it ignores the requirements on the functions of urban commercial roads, and it makes difficult for people in surrounding commercial buildings to pass through for communication; and it neglects bikeways, etc.
An object of the present invention is to provide an interchange crossroad with people walking on ground and vehicles traveling above and under the ground, so as to solve the above problems.
In order to achieve the above object, the technical solution of the present invention is implemented as follows.
The present invention provides an interchange crossroad with people walking on ground and vehicles traveling above and under the ground. As a basic type, it has isolated layers and specifically includes four layers which are an overpass, a mezzanine, a ground plane and an underpass from up to down.
The overpass layer allows vehicles traveling in a longitudinal direction to go straight and make a turn, allows only vehicles on the same road to give way to one another under traffic lights, and is provided with lateral parking horizontal wing spans, with lengths of the lateral parking horizontal wing spans determined according to actual cases. The underpass layer allows vehicles traveling in a transverse direction to go straight and make a turn, allows only vehicles on the same road to give way to one another under traffic lights, and is provided with lateral packing horizontal wing spans, with lengths of the lateral parking horizontal wing spans determined according to actual cases. The entire crossroad zone of the ground plane layer has no vehicle and is used exclusively for citizens. The mezzanine is used exclusively for bicycles.
A main road horizontal crossroad zone with an elevation and located at the top of the overpass is provided with traffic lights for controlling a flow of the vehicles traveling in the longitudinal direction, and a main road horizontal crossroad zone with an elevation and located at the bottom of the underpass is provided with traffic lights for controlling a flow of the vehicles traveling in the transverse direction.
As a selectable solution of traffic light control, the traffic lights are configured to take control in such a manner that vehicles turning right are always allowed to pass, while only vehicles going straight and vehicles turning left give way to one another.
As a selectable solution of traffic light control, the traffic lights are configured to take control in such a manner that both the vehicles going straight and the vehicles turning right are forbidden to pass when the vehicles turning left are allowed to pass.
A central intersection of the ground plane is a core area (15) of a crossroad vacant lot. The main road horizontal crossroad zone with an elevation and located at the top of the overpass, and the main road horizontal crossroad zone with an elevation and located at the bottom of the underpass are located above and under the core area (15) of the crossroad vacant lot of the ground plane, respectively. The mezzanine dedicated for bicycles is sandwiched between the core area (15) of the crossroad vacant lot of the ground plane and the main road horizontal crossroad zone with an elevation and located at the top of the overpass. The crossroads are stacked orderly in a direction perpendicular to the ground plane.
Optionally, as an implementable embodiment, lateral wings of the overpass and the underpass of the basic type are provided with lateral horizontal wing spans. The lateral horizontal wing spans on the overpass serve as overpass lateral wing parking zones, and the lateral horizontal wing spans on the underpass serve as underpass lateral wing parking zones. The sizes of the four parking zones, i.e., the lengths of the wing spans, are determined according to actual cases, respectively. The four wing spans are independent of one another, they do not need to have a uniform length, do not need to be symmetrical, and even may or may not be present.
The overpass layer of the basic type includes an overpass main ramp (4), a main road horizontal crossroad zone with an elevation and located at the top of the overpass, an overpass ramp (5) which allows a turning vehicle to go downhill and back to the ground, and the two overpass lateral wing parking zones. The two overpass lateral wing parking zones are an overpass lateral wing parking zone (6) and an overpass lateral wing parking zone (7), respectively.
The underpass layer of the basic type includes an underpass main ramp (9), a main road horizontal crossroad zone with an elevation and located at the bottom of the underpass, an underpass ramp (10) which allows a turning vehicle to go uphill and back to the ground, and the two underpass lateral wing parking zones. The two underpass lateral wing parking zones are an underpass lateral wing parking zone (11) and an underpass lateral wing parking zone (12), respectively.
The crossroad zone of the ground plane layer includes: two lower portions (13) under main ramps of the overpass and two higher portions (14) under the main ramps of the overpass, which are paved sequentially in both directions; two sets of big steps (16) above main ramps of the underpass in the basic type, with the two sets of big steps arranged opposite to each other in both directions; and the crossroad zone of the ground plane layer that serves as the core area (15) of the crossroad vacant lot.
The big step (16) above the main ramp of the underpass of the basic type may have a chosen depth of 10 meters and a chosen step-height of 0.5 meter.
The vehicles going straight on the overpass go downhill from the overpass main ramp (4) and back to the ground plane. The vehicles turning left or turning right on the overpass of the basic type go downhill from the overpass ramp (5) which allows a turning vehicle to go downhill and back to the ground, and return to the ground plane.
The vehicles going straight on the underpass go uphill from the underpass main ramp (9) and back to the ground plane. The vehicles turning left or turning right on the underpass of the basic type go uphill from the underpass ramp (10) which allows a turning vehicle to go uphill and back to the ground, and return to the ground plane.
As a reduced and flexible type, the four layers are reduced to three layers, “only the vehicles on the same road giving way to one another” is changed to “only the vehicles giving way to one another”, the vehicles are centralized on one layer in such a manner that the vehicles travel on either the overpass or the underpass and all the vehicles are commanded by traffic lights. If the underpass layer is selected for centralized usage, big steps can be arranged above main ramps of the underpass in four directions.
The mezzanine dedicated for bicycles is sandwiched between the core area (15) of the crossroad vacant lot and the main road horizontal crossroad zone with an elevation and located at the top of the overpass, and is attached with a bicycle ascent (17) and a bicycle descent (18).
Compared with the prior art, the present invention solves problems in terms of at least the following aspects: 1. the crossroad vacant lot; 2. unobstructed vehicle flow; 3. the mezzanine dedicated for bicycles; 4. possibility of developing a large-area vehicle parking zone; and 5. no occupation of off road land. Thus, the following worldwide difficult problems are collectively solved: A. traffic congestions, B. parking, C. urban vacant lot, D. communication between surrounding buildings through walking cross streets, etc. Since no off road land is occupied, it is possible to treat any area equally, and the design effect can be still achieved sufficiently even in the most crowded downtown.
1 vehicle going straight
2 vehicle turning right
3 vehicle turning left
4 overpass main ramp
5 overpass ramp which allows a turning vehicle to go downhill and back to the ground
6 overpass lateral wing parking zone on a horizontal plane having an elevation and located at the top of the overpass
It is shown here to be relatively long, and the length thereof may be determined according to actual cases.
7 overpass lateral wing parking zone on a horizontal plane having an elevation and located at the top of the overpass
It is shown here to be relatively short, and the length thereof may be determined according to actual cases.
8 elevation of ground road ±0.000
9 underpass main ramp
10 underpass ramp which allows a turning vehicle to go uphill and back to the ground
11 underpass lateral wing parking zone on a horizontal plane having an elevation and located at the bottom of the underpass
It is shown here to be relatively long, and the length thereof may be determined according to actual cases.
12 underpass lateral wing parking zone on a horizontal plane having an elevation and located at the bottom of the underpass
It is shown here to be relatively short, and the length thereof may be determined according to actual cases.
13 lower portion under the main ramp of the overpass
14 higher portion under the main ramp of the overpass, serving as a public activity zone
15 core area of a crossroad vacant lot having an elevation level with the sidewalk
16 big step above the main ramp of the underpass
17 bicycle ascent
18 bicycle descent
19 mezzanine dedicated for bicycles
20 width of the overpass main ramp occupied by a ramp for a vehicle turning on the underpass
21 width of the underpass main ramp occupied by a ramp for a vehicle turning on the overpass
It is not limited to a typical orthogonal crossroad, and oblique crossing, multi-road crossing or the like may be included, which can be implemented flexibly.
Vehicles, pedestrians and bicycles are isolated from one another by a layered structure. The overpass layer of the basic type allows only vehicles traveling in a longitudinal direction to pass through, and allows only vehicles going straight and vehicles making a turn to give way to one another. Thus, the time of waiting for a red traffic light is greatly shortened, and the crossroad is unobstructed. For the same reason, the underpass layer of basic type allows only vehicles traveling in a transverse direction to pass through, and allows only vehicles going straight and vehicles making a turn to give way to one another. Thus, the time of waiting for a red traffic light is greatly shortened, and the crossroad is unobstructed.
Traffic rules are very simple and conventional, and are familiar to drivers. Moreover, the time of waiting for traffic lights is greatly shortened, and the cost and maintenance fees of the traffic lights are also greatly reduced.
Below, a specific technical construction of an interchange crossroad with people walking on the ground, vehicles traveling above and under the ground and only the vehicles on the same road giving way to one another, and a method of passing therethrough, which are provided by embodiments of the present invention, will be explained extendedly.
The technology that “only the vehicles on the same road give way to one another” in the present invention is used in combination with a technology of “turning right, driving horizontally and making a U-turn”. That is, a certain road adopts the technology that “only the vehicles on the same road give way to one another”, while another road intersecting with this road adopts the technology of “turning right, driving horizontally and making a U-turn”. In this case, “the another road” has no red traffic light, needs not to wait, and is completely unblocked; and the certain road adopting the technology that “only the vehicles on the same road give way to one another” is unblocked.
The so-called technology of “turning right, driving horizontally and making a U-turn” means that, the lateral horizontal wing span is lengthened, and a vehicle which wants to turn left does not turn left directly on the crossroad, but turns right first, travels horizontally, and makes a U-turn at the end of the wing to adjust to the right direction, and then goes downhill or uphill back to the ground to join the traffic flow on the main ramp of the overpass or underpass, passes through the crossroad and then returns to the ground, and travels out of the crossroad.
Whether or not to use the technology of “turning right, driving horizontally and making a U-turn” depends on the conditions and development intentions of various cases.
According to the interchange crossroad and the method of passing therethrough provided by the embodiment of the present invention, there is no need to use a cloverleaf-shaped road to carry out turning and diverging of vehicles, and the urban land can be greatly saved under the same traffic capacity. According to the interchange crossroad and the method of passing therethrough provided by the embodiment of the present invention, the rules based on which vehicles turn left and turn right are simple and can be easily grasped by drivers, and meanwhile, it is safer for the vehicles, and the traffic is more smooth. Moreover, the amount of engineering is relatively small, which facilitates the widespread use thereof.
| Number | Date | Country | Kind |
|---|---|---|---|
| 201510001102.X | Jan 2015 | CN | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/CN2015/092907 | 10/27/2015 | WO | 00 |
