BG1443U1 - A three level road junction with circular motion, located at a built-up town territory - Google Patents

Abstract

The road junction is applicable in a built-up territory with two crosswise located main town arteries. It allows overcoming limitations related to development of underground communications, and the pedestrian traffic is alleviated. Above each other are formed two overground road structures (7, 9) with ramps (8, 10) of the kind flyover/bridge, each of them entirely enveloping the middle speed roadways (3, 5) of the respective main road artery AC/CA, BD/DB, together with the continuous middle separation stripe (6), and transfer the continuous traffic through the road junction into the respective direction. The ramps (8, 10) of both structures begin outside the circular junction (1). The local roads (4) of the main arteries, and the circular junction (1), are situated in one basic level. Thepedestrian underpasses (11) are situated radially under the roads of the circular junction (1), and are connected with the pedestrian zones (12), formed along hordes on the basic level, inside the circular junction.

Description

Technical field

The utility model refers to a three-level roundabout road junction in a built-up urban area that will be used in the construction of road junctions when crossing two thoroughfares as continuous highway urban highways, including speed urban highways, where the area for their implementation is limited, and in particular when at least the minimum distance between the outer curbs of the local lanes within the required range can be provided.

BACKGROUND OF THE INVENTION

A patent application known in U.S. Pat. No. 2007/0086855 is disclosed, which shows a three-level road junction with circular traffic in a built-up urban area when crossing two city thoroughfares. The highways have medium speed lanes, separated by a continuous median lane, to allow continuous movement in two opposite directions and end local lanes. These extreme local lanes within the boundary of the road junction are connected to a roundabout to change direction, with the local lanes and roundabouts at one basic level. The known road junction also includes a first ramp with continuous movement through the road junction in one direction and a second ramp with continuous traffic through the cross-country road junction, with the ramps of both gears starting outside the roundabout. The first roadway is of the type of overpass, covering entirely the average speed lanes of one highway, together with the continuous median lane, and is located above the main level of the roundabout by moving it. The second ramp road structure is of the type of underpass or tunnel and is located below the level of the road junction, covering entirely the average speed lanes of the transversal highway, together with the continuous median strip and making passage below the road junction. Pedestrian connections are also envisaged - subways, overpasses and pedestrian paths located transversely to the speed and local lanes, as well as pedestrian-related pedestrian zones along the local lanes.

The disadvantage of this three-level roundabout is that it is not suitable for use in specific urban environments, such as the presence of archaeological finds in depth or concave curves along the route of urban arteries due to the need for excavation work in the area of the intersection and the high cost of carrying out these excavations. In addition, pedestrian connections are outside the roundabout, which involves additional areas of urban infrastructure, making pedestrians extremely long because of the need to bypass the roundabout externally.

The technical nature of the utility model

The utility of the utility model is to create a three-tiered road junction in a built-up urban area that creates an alternative for choice under urban constraints and is suitable for concave urban artery curves while avoiding archaeological disruption in depth, and the pedestrian movement when crossing the intersection should be as light as possible.

This task is accomplished by a three-level roundabout with urban traffic, which includes a roundabout located at one basic level and developed in the urban area and two thoroughfares, such as express city highways or city highways with continuous movement transversely positioned in the area of the roundabout. The highways have medium speed lanes, separated by a continuous median lane, to allow continuous traffic in two opposite directions and end local lanes connected to the roundabout to change the direction of travel. The end local lanes and the roundabout are located at the main level. The road junction also includes a first ramp road transporting continuous traffic through the road junction in one direction and a second ramp road transporting continuous traffic through the road junction in the transverse direction. Moreover, the ramps of both facilities start outside the roundabout. The first road structure is of the type of overpass or bridge and is located above the level of the road junction, covering entirely the average speed lanes of one highway, together with the continuous median strip. There are also pedestrian connections in the road junction. According to the utility model, the second ramp road structure is also of the type of overpass or bridge, covering entirely the average speed lanes of the transverse highway, together with the continuous median lane and located above the main level of the roundabout and above the first road structure. The pedestrian connections are shaped as subways radially along the circumference of the roundabout beneath its lanes and are connected to pedestrian areas located at the main level inside the roundabout.

The pedestrian zones are preferably chorded at the roundabout.

The benefits of the utility model are that it creates an alternative for urban constraints, suitable for concave curves of urban arteries, avoiding disturbed archaeological finds in depth, and pedestrian movement when crossing the intersection is maximally facilitated.

Explanation of the annexed figures

Figure 1 is a circuit diagram of a roundabout in accordance with the utility model;

FIG. 2 is a longitudinal section along the center line BD of the road junction of FIG. 1;

FIG. 3 is a longitudinal section along the centerline AC of the road junction of FIG. 1.

Examples of implementation of the utility model

The three-level roundabout in urban area includes a roundabout 1 located at one major level 2 and developed in the urban area, and two, transversely located, medium-speed AC / CA and BD / DB thoroughfares. sails 3, 5, separated by a continuous median dividing strip 6, for continuous movement in two opposite directions AC / CA and BD / DB. The utility model solution is predominantly intended for high-speed urban highways and city highways with continuous traffic, using the term "highways" for convenience in the present description. The AC / CA and BD / DB motorways also have end local lanes 4 connected at the main level 2 with the roundabout 1 to change the direction of travel. The road junction also includes a first ramp 7 with ramps 8 carrying continuous movement through the road junction in one direction, and a second ramp 9 with ramps 10 carrying continuous movement through the cross-country road knot. The ramps 8, 10 of both gears 7, 9 start outside the roundabout. The first road structure is of the type of overpass or bridge and is located above the level of the road junction 1, covering entirely the average speed lanes 5 of one AC / CA highway, together with the continuous median lane 6, allowing it to be carried on a continuous motion directly in both directions AC and CA. The second road structure 9 with ramps 10 is also of the type of overpass or bridge, which completely covers the middle speed lanes 3 of the BD / DB, along with the continuous median lane 6. The second road structure 9 is located above the main level of the roundabout 1 and above the first road gear 7, moving them and allowing the continuous highway to run straight in both BD and DB directions. The road junction also includes pedestrian connections of the type of pedestrian underpasses 11, as well as pedestrian zones 12. Pedestrian underpasses 11 are located radially at the roundabout 1 under its lanes. Inside the roundabout 1, pedestrian zones 12 connecting the pedestrian underpasses 11. are constructed. The example shows the layout of the pedestrian zones 12 along the chords of the roundabout 1.

Claims (2)

Claims 1. A three-level, roundabout road junction in a built-up urban area, comprising two transversely located thoroughfares of medium-speed thoroughfares, separated by a continuous median lane, to allow continuous direct traffic in two opposite directions and with extreme local lanes located at the basic level and connected with a roundabout to change the direction of travel, as well as the first ramp roadway to carry continuous traffic through the road junction in one direction and a second ramp with continuous movement through the road junction in the transverse direction, the ramps and ramps originating outside the roundabout, wherein the first ramp is overhanged and located above the level of the roundabout, comprising a fully medium speed lane on one highway, together with a continuous median strip, including pedestrian connections of pedestrian subways and zones, characterized in that the second road structure (9) with ramps (10) also is of the type of overpass, covering entirely the middle speed lanes (3) of the BD / DB, together with the continuous median strip (6), and is located above the main level (2) at the roundabout (1) and above the first road (7) and the pedestrian underpasses (11) are radially below the roundabout (1) below its sails, and are connected to pedestrian zones (12) that are formed at the main level (2) inside the roundabout ( 1). Road junction according to claim 1, characterized in that the pedestrian zones (12) are arranged in chords with respect to the roundabout (1).