CN113338094A - Urban interchange with double-layer structure for up-down lines and left-turn ramps - Google Patents

Abstract

The invention provides an urban interchange with an uplink and a downlink in a double-layer structure, which is convenient for arranging a left-turn ramp. The up-down road of the invention adopts a double-layer structure, thereby not only saving the construction land and being far away from the roadside building, but also ensuring that the road in the opposite direction does not become the obstacle of the left-turn ramp any more. The double-layer overhead elevated bridge with the separated uplink and downlink has the advantages of narrow width, less depression, farther distance from a roadside building, less shielding on the vertical surface of the building and great flexibility in setting a left-turn ramp.

Description

Urban interchange with double-layer structure for up-down lines and left-turn ramps

Technical Field

The invention relates to the technical field of overpasses, in particular to an urban interchange overpass with an upper line and a lower line adopting a double-layer structure and a left-turn ramp convenient to arrange.

Background

While the transportation industry of China gains attention, the phenomena of license plate shaking, license plate auction, number limit and traffic restriction, serious congestion and the like exist in large and medium cities. Cities gather social resources in all aspects, have a leading effect on the development of peripheral areas, and are matched with high-strength land utilization and development in the aspect of traffic facilities. Under the strategy of the strong traffic country, the implementation of city updating action and the guidance of the national comprehensive three-dimensional traffic network outline, under the conditions of high urban land use cost and high sensitivity of social environment and natural environment factors, the new technology is required to be utilized to relieve traffic jam.

The method is limited by conditions such as construction land and the like, the intercommunity of the urban elevated roads or overpasses is poor, a left-turn ramp is often lacked, left-turn vehicles under the parallel ramp are seriously interlaced with ground traffic routes, and the traffic pressure on level crossings is caused by the limitation of signal green light traffic time of the crossings. The traffic efficiency of the elevated road is also reduced after the exit jam spreads to the bridge. Similar phenomena also occur in the vehicles on the upper bridge, and the traffic flow is interlaced, and the road congestion on the ground is caused by the blockage of red light signals at the intersection before entering the ramp on the upper bridge and the unsmooth bridge. Time and efficiency losses due to congestion, fuel increase, atmosphere, noise, and light pollution. The method of the overpass without left-turn ramps, the level crossing for limiting left turn and the like improves the passing speed on the bridge and the ground intersection, but generates a large amount of low-efficiency traffic of vehicle detour. The congestion caused by the ramp at the upper and lower bridges of the elevated road has great negative effects on the ground road and the elevated road. The reduction of the construction significance of the elevated road caused by the reduction of the access points of the elevated road to prevent the traffic jam at the upper and lower bridges from reducing the traffic efficiency at the periphery of the elevated road and the ramp of the upper and lower bridges, and the lack of the traffic improvement function for the passing area easily causes the objection of the surrounding residents to increase the social resistance. The practice of reducing the entrances and exits also causes more concentrated traffic volume at the remaining entrances and a large amount of ground traffic around the surrounding regions, so that citizens in the vicinity of the elevated highway are likely to have the problem that the elevated highway is near to touch but not near to the touch, the passing speed of the highway is improved, but the invalid traffic occurrence is further increased, the urban traffic efficiency is reduced, and the effect of the elevated highway is greatly reduced.

As shown in fig. 2, four prior arts, the left-turn ramp can greatly improve traffic efficiency, the common leaf type (fig. 2a) and turbine type (fig. 2b) for left-turn interchange require a large amount of construction land, huge removal cost is required in urban construction areas, other expenses such as land expense account for too high total investment of engineering construction, the social negative effect is huge and the feasibility is lacked, and the difficulty of improving the traffic conditions in central urban areas is added. Moreover, the leaf-type left-turn ramps are easy to cause congestion after entering the main line and then leaving the main line, and are not suitable for being adopted in urban environments with large traffic volume. Normally, the up-down lines of the road are at the same height, the left-turn ramp adopts a left-out (or left-in) direct connection mode, the left-turn ramp and the road in the opposite direction are crossed, and in order to cross the road in the opposite direction, the ramp needs to be lifted to the upper side (or lowered to the lower side) of the opposite road and then cross the crossed road. In a common expressway, a large vehicle runs on an outer lane, a small vehicle runs on an inner lane, and when a left-out or left-in mode is adopted on an expressway interchange ramp, the lane needs to be changed for many times during left turning of the large vehicle, which is unfavorable for driving. However, in an urban expressway system, large heavy vehicles are limited to a great extent, the proportion of small and medium-sized vehicles in a large traffic flow is high, and the vehicles are driven into a left lane before turning left, so that the most direct and convenient driving mode is provided, and the characteristics of the driving mode are different from those of an expressway. The diamond-type (figure 2c) overpass with the upper and lower line planes separated makes the whole overpass large in floor area and difficult to plan in cities. The star-shaped overpass (figure 2d) has a small floor area and certain applicability in municipal engineering, and two left-turn ramp layers are usually arranged between two main bridge layers in the straight main direction in order to reduce the ramp gradient. However, the method also has the defects that the left-turn route is relatively folded, two times of flow separation and flow combination are needed, and the method is not direct: when the left turn leaves the main road, the flow needs to be divided from the right side and then divided from the left side of the right turn ramp; when the main road is converged, the main road is converged from the left side to the opposite right turn ramp and then from the right side. And the occupied area is still not small enough, and the application in the built-up areas of cities still involves more removals and is difficult to implement.

In order to improve the use efficiency of road land and provide a traffic function with complete functions, the multi-layer urban interchange technology is involved. The concrete bridge (including the prestressed concrete bridge) has the advantages of good economy, mature construction technology and the like, and occupies an absolute dominant position in the construction of roads and municipal fields in China. However, for a multi-layer bridge with complete functions in an urban built-up area, in the current period when the environmental awareness of citizens is improved and the urban traffic pressure is huge, no matter the full-scale support is adopted for cast-in-place or suspended casting, the multi-layer bridge has great influence on the functions and the environment of the surrounding areas in a longer construction period. And when the span of the prefabricated concrete bridge is 30 meters, the transportation weight of the component is about hundred tons, the built area of the city is short of construction land due to earth and gold, a plurality of difficulties exist in temporary occupation, a large prefabricated field is difficult to set, and the transportation size and weight are difficult to be accepted by surrounding roads and environments. And for the overhead bridge with complete functions, multiple layers, large span, small radius and the like are necessarily involved, so that the use of the concrete assembled structure is limited. The urban central area is different from a highway construction environment, and has higher requirements on the functions of roads on the original ground and the coordination of the surrounding environment while the overhead express way is constructed; even if a large overpass is built by adopting 30-meter span, pillars are inevitably erected under the overpass, a large amount of ground municipal roads are occupied, the vertical face of a building is seriously shielded, and the traffic safety is unfavorable because of the sight line obstruction of the intersection. Has obvious influence on the surrounding environment and has the feeling of cement forest.

Disclosure of Invention

According to the technical problems, the urban interchange with the upper line and the lower line adopting the double-layer structure is convenient for arranging the left-turn ramps. The technical means adopted by the invention are as follows:

the urban interchange with the ascending line and the descending line of the double-layer structure facilitating the setting of the left-turn ramp comprises an elevated road main line of the double-layer structure, wherein the ascending line and the descending line are respectively arranged on layers with different heights, the left-turn ramp is arranged before the intersection, the left-turn ramp is of a direct type, namely the left-turn ramp is finished in the quadrant, and no reverse bend exists, and the left-turn ramp is connected with the intersection road among the ascending line, the descending line and the ground according to a preset plan.

Further, the planar projections of the up and down lines are coincident or separated or partially coincident.

Further, the intersected road is a flat layer or a staggered layer.

Further, the elevated road main line is a crisscross flyover having four quadrants or a t-cross flyover having two quadrants.

Further, the left-turn ramp is of a direct type, i.e., completed in the present quadrant, and has no recurvation, specifically a 90 ° turn direct type.

Furthermore, the left-turn ramp outlet of the ascending line is communicated with the ground, the ground at the side is communicated with the left-turn ramp inlet of the ascending line, and the left-turn ramp outlet of the ascending line and the left-turn ramp inlet of the ascending line are arranged in a staggered manner; the left-turn ramp of the outlet of the descending line is communicated with the ground, the ground on the side is communicated with the left-turn ramp of the inlet of the descending line, and the cross part of the left-turn ramp of the outlet of the descending line and the left-turn ramp of the inlet of the descending line is arranged in a staggered manner.

The up-down road of the invention adopts a double-layer structure, thereby not only saving the construction land and being far away from the roadside building, but also ensuring that the road in the opposite direction does not become the obstacle of the left-turn ramp any more. Meanwhile, as shown in fig. 4a, the main line of a general elevated road adopts a flat-layer structure, the total bridge surface is wider, so that the sense of depression under the bridge is stronger, the main line is closer to a roadside building, the building facade is shielded more, and a large construction land is needed for setting a left-turn ramp. As shown in fig. 4b, the double-layer overhead elevated bridge with separated uplink and downlink has the advantages of narrow width, less depression, distance from roadside buildings, less shielding on the vertical surfaces of the buildings, and great flexibility in setting left-turn ramps. The steel structure bridge also has the advantages of strong spanning capability, large span, less pier columns, less occupied ground roads, wide under-bridge visual field and the like. And the prefabricated structure has the advantages of short field construction time and small influence on ground road traffic and surrounding environment. Compared with the prior art that the left turn needs to rotate 270 degrees, the left turn ramp of the invention is a direct type and is finished in the quadrant, the land area of the overpass is far smaller than that of the prior art, and the roundabout detour phenomenon does not exist.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is an isometric view of example 1 of the present invention.

Fig. 2 shows a conventional overpass left-turn ramp, in which (a) is a leaf-shaped left-turn ramp, (b) is a turbine-shaped left-turn ramp, (c) is a diamond-shaped left-turn ramp, and (d) is a star-shaped left-turn ramp.

Fig. 3 is a plan view of embodiment 1 of the present invention.

Fig. 4 is a comparison of a flat-layer overhead and a double-layer overhead in which the up-down line is layered, wherein (a) is the flat-layer overhead; (b) is a double-layer overhead with layered uplink and downlink.

FIG. 5 is a schematic view of a road according to an embodiment of the present invention.

Fig. 6 is a schematic diagram of a ground level (looking east to west from the intersection) in an embodiment of the invention.

Fig. 7 is an overall schematic view of a t-junction in embodiment 2 of the present invention.

Fig. 8 is a schematic diagram of the vicinity of a t-junction intersection in embodiment 2 of the present invention.

Fig. 9 is an overall schematic view of an intersection in embodiment 1 of the present invention.

Fig. 10 is a schematic view of a single-column double-deck bridge implemented by using racket-shaped piers in the embodiment of the present invention.

Fig. 11 is a schematic diagram of the third quadrant leaving the upper main road from the left side in embodiment 1 of the present invention.

Fig. 12 is a schematic diagram of the third quadrant turning to the left in embodiment 1 of the present invention.

Fig. 13 is a schematic diagram of the ground path entering from the left side in the third quadrant in embodiment 1 of the present invention.

Fig. 14 is a schematic view of the second quadrant of the upper bridge from the left side of the ground road in embodiment 1 of the present invention.

Fig. 15 is a schematic diagram of the second quadrant turning to the left in embodiment 1 of the present invention.

Fig. 16 is a schematic diagram of the second quadrant entering the upper main road from the left side in embodiment 1 of the present invention.

Fig. 17 is a schematic diagram of the first quadrant leaving the lower main road from the left side in embodiment 1 of the present invention.

Fig. 18 is a schematic view of the first quadrant climbing height in embodiment 1 of the present invention.

Fig. 19 is a left turn schematic diagram of the first quadrant in embodiment 1 of the present invention.

Fig. 20 is a schematic view of a road where the first quadrant merges into the ground from the right side in embodiment 1 of the present invention.

Fig. 21 is a schematic view of a road leaving the ground from the right side in the fourth quadrant in embodiment 1 of the present invention.

Fig. 22 is a schematic diagram of a left turn of the fourth quadrant in embodiment 1 of the present invention.

Fig. 23 is a schematic diagram of the fourth quadrant merging into the lower main road from the left side in embodiment 1 of the present invention.

Fig. 24 is a schematic space diagram of a road where each ramp connects different layers in embodiment 1 of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The embodiment discloses an urban interchange with an uplink and a downlink in a double-layer structure, which is convenient for setting a left-turn ramp, and comprises an elevated road main line in a double-layer structure, wherein the uplink and the downlink are respectively arranged on layers with different heights, the left-turn ramp is arranged before reaching an intersection, the left-turn ramp is in a direct type, namely is finished in the quadrant, and is not in reverse bending, and the left-turn ramp is connected with an intersection road between the uplink, the downlink and the ground according to a preset plan.

In the embodiment, in order to adapt to the characteristics of huge traffic demand and serious shortage of construction land (including temporary land) in central urban areas and fully exert the advantages of the steel structure in terms of crossing capacity, adaptability of special-shaped structures and assembling performance of factory manufacturing field assembly, double-layer or multi-layer steel structures and special-shaped pier studs are adopted, as shown in fig. 10, the racket-shaped pier stud is adopted in the embodiment to realize a single-column double-layer bridge. And adopting multilayer frame type pier studs near the intersection.

Further, the planar projections of the up and down lines are coincident or separated or partially coincident. In this embodiment, the planar projections of the upper and lower lines are coincident, and in other alternative embodiments, the above-mentioned form of separation or partial coincidence may also be adopted.

Further, the intersected road is a flat layer or a staggered layer.

Further, the elevated road main line is a crisscross flyover having four quadrants as in fig. 1, 3, 5, and 9 or a t-shaped flyover having two quadrants as in fig. 7 and 8.

The left-turn ramp is a direct type, namely is finished in the quadrant, and has no reverse bending, specifically is a 90-degree rotation direct type, and the up-down line of the elevated road is arranged in a layered manner by adopting a double-layer structure, so that the left-turn ramp can be directly oriented to a target road after turning for 90 degrees like a right-turn ramp, and is not simply led to the ground traffic signal or turned left through a 270-degree annular line with huge occupied area, and the occupied area is far smaller than that of the prior art. Left-out when leaving the elevated road and left-in when entering the elevated road. If the up-down lines of the crossed roads are on the same layer, the crossed roads can enter from left or enter from right (or exit from left or exit from right). For example: in embodiment 1, the left side (west side) of the intersection road in the third quadrant is expected to be away from the roadside building as far as possible by using an elevated structure, the ramp of the upper and lower bridges are arranged in the center of the road, and a double-layer ramp structure is adopted; on the intersection road, the left turn of the third quadrant is left-in, and the left turn of the second quadrant is left-out. The upper and lower ramp roads on the right side (east side) of the crossed road are arranged on the two sides of the road; on the intersection, the first quadrant turns left to right in, and the fourth quadrant turns left to right out.

Vehicles on the upper bridge and the lower bridge do not pass through the plane intersection and can directly travel to a target area from the elevated expressway, so that the congestion of ground roads is reduced, and the passing efficiency of the vehicles on the upper bridge and the lower bridge is improved. By means of the large-span spanning capacity of the steel beam and the capacity of the special-shaped structure of the steel pier stud, the occupied ground road of the pier stud can be reduced to the maximum extent while a complex traffic system on the bridge is built. The higher lifting frame can be adopted, so that the depression of the viaduct to ground pedestrians is reduced, the shielding of the vertical face of the building is reduced, the standing of pier columns under the overpass is avoided, the visual field of the intersection is widened, and the traffic safety is facilitated. Under the condition of extreme land, a rapid traffic system with complete functions is constructed to be matched with high-strength land development and utilize the accompanying high-strength traffic demand, the regional functions are perfected, the regional value is improved, and the development of peripheral regions is led.

The outlet left-turn ramps of the ascending lines are communicated with the ground, the ground on the side of the outlet left-turn ramps of the ascending lines is communicated with the inlet left-turn ramps of the ascending lines, and the cross positions of the outlet left-turn ramps of the ascending lines and the inlet left-turn ramps of the ascending lines are arranged in a staggered mode; the left-turn ramp of the outlet of the descending line is communicated with the ground, the ground on the side is communicated with the left-turn ramp of the inlet of the descending line, and the cross part of the left-turn ramp of the outlet of the descending line and the left-turn ramp of the inlet of the descending line is arranged in a staggered manner.

The invention has the basic idea of improving the utilization efficiency of the traffic land, abandoning leaf-type or turbine-type left-turn ramps with huge land occupation and solving the land occupation problem. The traffic conflict point is cancelled, and the directional left-turn ramp can be flexibly arranged according to traffic demands by separating the uplink road from the downlink road in the height direction, so that the left-turn ramp is direct and efficient like a right-turn ramp, and the low-efficiency detour traffic is reduced. The vehicles on the upper and lower bridges directly cross the level crossing of the traffic bottleneck according to the driving direction, so that the problem of traffic jam caused by traffic pressure brought by the vehicles on the upper and lower bridges to the level crossing on the ground is solved.

Example 1

As shown in fig. 24, the present embodiment is a criss-cross overpass, for convenience of description, the description in the present embodiment is an arrangement of up-north, down-south, left-west, right-east, where the northeast area is a first quadrant, the northwest area is a second quadrant, the southwest area is a third quadrant, and the southeast area is a fourth quadrant, and the ground trunk in the present embodiment is as shown in fig. 6, and each direction of the ground trunk has a basic path of left turn, straight run, right turn, and the like. For convenience of description, the level of the ground trunk is 1F, the level of the descending line is 2F, and the level of the ascending line is 3F. This embodiment is a full interchange hub overpass with 4 left-turn ramps, 2 right-turn ramps, and 2 parallel ramps. In this embodiment, the ascending line is north from south to north, and the descending line is south from north to south.

As shown in fig. 11 to 13, the left turn ramp of the northwest lower bridge in the third quadrant enters 2F flush with the descending line from 3F, enters 1F, and then converges with the ground trunk at the exit. The north row is also provided with a north row-to-east down-bridge right-turn ramp (fourth quadrant right turn) which falls from 3F to 1F.

14-16, the east-going up-bridge north-left turn ramps for the second quadrant, first from 1F up to 3F, exit to the overhead 3F. The east-going right-turning upper bridge (the third quadrant turns right) turns right from the ground road, and then rises to 2F through the parallel ramp to converge with the overhead south line.

As shown in fig. 17-20, in order to avoid interference with the left-turn ramp of the fourth quadrant, the left-turn ramp of the east-down bridge of the south-going direction performed in the first quadrant rises to 3F from 2F after leaving the main road, and falls to 1F after converging with the right-turn ramp of the east-down bridge of the north-going direction performed in the fourth quadrant. When the vehicle moves from the south to the west of the overhead (the second quadrant turns right), the vehicle turns right to the west from the ground road after passing through the parallel ramp and descending the bridge.

As shown in fig. 21 to 23, the left-turn ramp of the west-going up bridge in the fourth quadrant is firstly from 1F to 2F, enters 2F, and then converges with the overhead 2F at the exit. The northward right-turn ramp (first quadrant right-turn) on the west upper bridge firstly rises from 1F to 2F together with the left-turn ramp, then branches at right-turn, and then rises to 3F, and then the outlet converges with the overhead northbound line.

Example 2

This embodiment is generally similar to embodiment 1, and is a t-junction between an intersection road and a crossing point, and has 2 left-turn ramps and 2 parallel ramps.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims (6)

1. The urban interchange with the uplink and the downlink adopting the double-layer structure is convenient for setting the left-turn ramps, and is characterized by comprising an elevated road main line adopting the double-layer structure, wherein the uplink and the downlink are respectively arranged on layers with different heights, the left-turn ramps are arranged before the intersection, are direct, namely are finished in the quadrant, and are not subjected to reverse bending, and the left-turn ramps are connected with the intersection roads among the uplink, the downlink and the ground according to a preset plan.

2. The urban interchange facilitating left-turn ramps by adopting the double-layer structure for the uplink and downlink according to claim 1, wherein the planar projections of the uplink and downlink are coincident or separated or partially coincident.

3. The urban interchange facilitating left-turn ramp according to claim 1, wherein the up-and-down lines have a double-layer structure, and the road to be crossed is a flat layer or a split layer.

4. The urban interchange facilitating left-turn ramp construction according to claim 1, wherein the main line of the elevated road is a criss-cross interchange having four quadrants or a t-cross interchange having two quadrants.

5. The urban interchange facilitating left-turn ramp according to claim 1, wherein the up-and-down lines have a double-layer structure, and the left-turn ramp is direct, i.e. completed in the quadrant, and has no reverse bend, in particular, a 90 ° turn direct type.

6. The urban interchange convenient for arranging the left-turn ramps on the uplink and the downlink according to any one of claims 1 to 5 by adopting a double-layer structure, wherein the left-turn exit ramps of the uplink are communicated with the ground, the ground on the side is communicated with the left-turn entrance ramps of the uplink, and the left-turn exit ramps of the uplink and the left-turn entrance ramps of the uplink are arranged in a staggered layer at the intersection; the left-turn ramp of the outlet of the descending line is communicated with the ground, the ground on the side is communicated with the left-turn ramp of the inlet of the descending line, and the cross part of the left-turn ramp of the outlet of the descending line and the left-turn ramp of the inlet of the descending line is arranged in a staggered manner.

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