CN201095719Y - Lifting fast compact all-function viaduct - Google Patents

Abstract

The utility model relates to a compact full-functional overpass, which ascends and descends vertically and rapidly, and the utility model has a small number of layers and consists of an overground layer (upper layer), a ground layer (middle layer) and an underground layer (lower layer). Of the roads in the vertical and horizontal directions, one main stem ascends and the other descends at the intersection and the ascending and descending of the main stem is in a back-and-forth malposition way with the descending and ascending of the opposite direction. All the traveling vehicles have the same targeted traveling angle and operational traveling angle, the traveling direction is straight, each layer of vertical space is efficiently utilized, the utilization rate of the ground layer reaches 100 percent, the utilization rate of the underground layer reaches 80 percent, the gradient is small, the slope course is short and a small ground area is occupied. The vehicles entering the overpass in four directions can go straight on, turn left, turn right and turn back. The pedestrian cross-walk is built in the central region of the ground layer, vehicles can pass through rapidly over a short course, a small gradient and a short slope course and with few turns and pedestrians can pass through without obstacles and over a short course. Reserved space and facilities are provided to cope with the changes of epochs and idiopathic traffic jams.

Description

Take-off and landing direct compact all-round overpass

technical field

The utility model relates to a road overpass, in particular to a building for solving traffic jams at road intersections.

Background technique

Flaws are common in today's flyover designs. Most of the left-turning lanes have a target driving angle that is different from the actual driving angle. The original target driving angle of a left-turning vehicle is 90°, but the actual operating driving angle is 135°. A left-turning is a 90° left turn, but a right turn is required. 135°, which increases the turning angle of the operation and increases the driving distance, and the direction is not intuitive and may cause confusion in the driving direction. ZL20032011100057.6 discloses the idea to solve this problem, but the U-turn lane interferes a lot with the main road, and the cars going straight and turning left and right are too concentrated, which will form new traffic jam points, and the pedestrian aisle is not considered. The vertical space utilization rate of each floor is low. Many of the existing vertical bridges are designed with only one direction of lanes for each floor. The central area of the turntable method can only be empty and cannot be used. According to observations, the plane space utilization rate of each floor is about 15%. , the turntable method with higher utilization is also 50%. It occupies a large area and has many floors, non-isometric driving and low utilization rate of each floor lead to a large area and increase the number of floors to solve the problem of traffic flow. There are very few overpasses with U-turn lanes, especially overpasses in urban areas without U-turn lanes, so that vehicles that need to make a U-turn cannot realize U-turns, so they can only find other roads that can turn around, which increases the driving time of vehicles on the road, causing Increased chance of traffic jams. Pedestrian aisles are not included in the design. Most overpasses do not consider pedestrian aisles. Pedestrian bridges or pedestrian tunnels are built in other places. Pedestrian bridges and pedestrian tunnels increase the time and difficulty for pedestrians to cross the road, and there are many special portable items. 1. It is more difficult for heavier pedestrians to cross the road, which is one of the main factors for pedestrians to cross the road illegally and even cause traffic accidents. Dredging is not easy to adjust and expand, and most overpasses are designed and built without reserved space and facilities, so it is difficult to cope with the changing times and idiosyncratic traffic jams.

Utility model content

The utility model provides a three-story overpass with full orientation and direct traffic, which can solve the problem of traffic jams at intersections of roads with less occupied area, shorter driving distance and less gradient.

The scheme of the utility model to achieve the above purpose is: go straight vertically, turn left and turn right to enter the upper layer, use equiangular driving, turn left, drive to the left and turn left, turn right, drive to the right and turn right, go straight and drive in a straight line ;Transversely go straight and turn left and turn right to enter the lower floor, use isometric driving, turn left and then drive to the left and turn to the left, turn right and then drive to the right and turn to the right, go straight and drive in a straight line; In the upper lane, select the required straight, left or right turn lanes respectively, and then enter the middle lane to merge to complete the process of passing the overpass; in the horizontal direction, except for U-turn vehicles, all enter the lower lane, and respectively select the required straight, left or right After turning lanes, enter the middle lane and merge to complete the process of passing the overpass; when vertical and horizontal U-turn vehicles approach the overpass, they choose the U-turn lane on the right, the small car U-turn lane is selected for the trolley car, and the large vehicle U-turn lane is selected for the large vehicle U-turn lane. U-turn. The pedestrian aisle is built in the gap at the top of the U-turn lane of carts in four directions, located in the central area of the middle floor, in the shape of a cross;

The utility model realizes the above-mentioned purpose scheme: the facilities built in the middle layer: U-turn lane, the starting point of the left and right straight take-off and landing slope lanes connecting the upper or lower floors, connecting the end point of the upper downhill straight lane and the end point of the left and right merging downhill lanes, connecting the lower level to the middle level The end point of the on-slope straight lane of the lower floor and the end point of the left and right merged on-slope lane, and the pedestrian aisle. The plane utilization rate of the middle layer is 100%.

The utility model realizes the above-mentioned object scheme: the facility of superstructure construction: the upper straight lane, connects the end point of the left and right straight uphill lanes, connects the starting point of the upper downhill straight lane and the starting point of the left and right merging downhill lanes, the upper left turning diversion, the upper left Turning lanes, right turning diversions on the upper floor, right turning lanes on the upper floor, left and right turning junctions on the upper floor. The plane utilization rate of the upper floor is 80%.

The utility model realizes the above-mentioned purpose scheme: the facilities of the construction of the lower floor: the straight lane of the lower floor, the terminal point connecting the left and right straight downhill lanes, the starting point of the straight lane for connecting the lower floor and the starting point of the left and right merged slope lanes, the lower left turning diversion, the lower left Turning lanes, right turning diversions on the lower floor, right turning lanes on the lower floor, left and right turning junctions on the lower floor. The plane utilization rate of the lower floor is 80%.

The scheme of the utility model to achieve the above purpose is: there is reserved space and facilities, left and right turning confluence mouth and left and right confluence take-off and landing ramp lanes where there is still space for excavation and use in the future, and four directions of right turning can also be added on the ground floor Lane, under special circumstances, can use the sidewalk in the central area of the ground to change to cross omnidirectional traffic, so the changing times and idiosyncratic traffic jams can be dealt with.

One of the outstanding features of the utility model, the adoption of the upper, middle and lower three-layer structure can realize the omnidirectional direct passage of the road intersection, and the direction of straight driving and left and right turning is direct, natural, simple and clear, in line with the natural state, and the distance is short , the slope is small, the slope is short, and there is no cross traffic, so that the vehicle can be unimpeded, the speed can be increased, the braking phase change should be reduced, fuel and time are saved, and each vehicle can save 1-2 kilometers on average when passing this type of overpass According to the traffic volume of 1,500 vehicles/hour, the fuel cost can be saved by about 1,500 yuan/hour, which is about 2 minutes for each car owner. Time is money, and at the same time, it can reduce environmental pollution.

The second outstanding feature of the utility model is that the structure of the overpass bridge is concise and compact, and the entire facade bridge is only composed of several units. The combined shape is similar to the buildings in the science fiction world. The shape is full of modern beauty, low in height, and has no external expansion The circular curve occupies an area, requires less construction land, and has low construction cost. It can be built in the old city without demolition and expansion.

The third outstanding feature of the utility model is that pedestrians can walk on the aisle on flat ground and shade (the upper floor space can be completely protected from the rain after being used as a flower pond), which changes the rights of pedestrians in the aisle in the past. The people-oriented connotation of the current traffic law, the barrier-free aisle is especially caring for the disabled, elders, and children, and it is the embodiment of a civilized society. With the prohibition of automatic vehicles, motorcycles and electric vehicles in big cities (Beijing, Shanghai, Guangzhou, etc.), people with low and middle incomes all use buses and walking, resulting in an increase in pedestrians. Therefore, pedestrians must be considered at the same time when constructing overpasses The convenience of the aisle is forced by the situation.

The fourth outstanding feature of the utility model is that there are reserved space and facilities, and the changes of the times and idiopathic traffic jams can be dealt with.

The fifth outstanding feature of this utility model is that it adopts a descending driveway to reduce part of the noise, but the barrier wall will be treated with anti-seepage water during construction. The pedestrian aisle floor is also a rain shelter. The use of underground space to guide traffic has developed rapidly in recent years, and descending lanes and subways are emerging solutions to traffic in large cities.

Description of drawings

(For the sake of simplicity in the drawing, all support columns, number of lanes, isolation strips, guardrails, etc. are not reflected in the figure, in order to illustrate the spatial position, the y-axis is set vertically, the x-axis is set horizontally, and the intersection of two-way roads is set as the origin. 1 and 2, the circled triangle symbol indicates the plane position, plane direction and the name of the viewing point)

Fig. 1 is a top view blanking plane view of the utility model.

Fig. 2 is a plan view of the utility model top view frame.

Fig. 3 is a lateral elevation view of the utility model.

Fig. 4 is a longitudinal elevation view of the utility model.

Fig. 5 is a perspective view of the utility model-45° looking down and blanking.

Fig. 6 is a 45° overhead blanking perspective view of the utility model.

Fig. 7 is a perspective view of the utility model-60° looking down and blanking.

Fig. 8 is a perspective view of the utility model-45° looking up and blanking.

Specific implementation

Figure 1, Figure 2, Figure 3, Figure 4, Figure 5, Figure 6, Figure 7, and Figure 8. Longitudinal straight travel from the left and right straight uphill lanes (123) → the upper straight lane (11) → the upper downhill straight lane (12), the vertical left side from the left and right straight uphill lanes (123) → the upper left turn diversion (2 )→Left-turning lane (21) on the upper floor→Left-right turning confluence (23) on the upper floor→Left-right merging and descending lane (5) on the upper floor, vertical right-hand turn from left to right and uphill lane (123)→Upper straight lane (11)→ Upper right-turning diversion (3) → upper right-turning lane (31) → upper left-right turning merge (23) → upper left-right merging downhill lane (5), longitudinal U-turn is guided by U-turn lane (4) → Car U-turn lane (41) → cart U-turn lane (42). The horizontal straight line is from the left and right straight downhill lanes (-123) → the lower level straight lane (-11) → the lower level uphill straight lane (-12), the horizontal left side is from the left and right straight line downhill lanes (-123) → the lower level turns left Distributor (-2) → left-turn lane on the lower floor (-21) → left-right turning junction on the lower floor (-23) → left-right merge ramp-up lane on the lower floor (-5), horizontal right-hand turn from left-right to straight-going downhill lane (-123 )→lower through lane (-11)→lower right-turn diversion (-3)→lower right-turn lane (-31)→lower left-right turn merge (-23)→lower left-right merge ramp lane (-5), Horizontal U-turn is guided by U-turn lane (4) → trolley U-turn lane (41) → big car U-turn lane (42); The central area cross pedestrian aisle (10) of middle floor.

A vertical crossing and a horizontal crossing described in the last paragraph enter the driving process of the overpass, and the driving method of another vertical or horizontal crossing entering the overpass is consistent with the upper paragraph.

Claims (5)

1. Take-off and landing direct and compact all-round overpass bridge is characterized in that: the upper floor, the middle floor and the lower floor have three floors altogether, and the left and right straight uphill lanes (123) of the upper floor are in front of the opposite upper floor downhill straightway (12). It is the front and rear misalignment of the left and right straight uphill lanes (123) and the opposite upper layer downhill straight lanes (12). -123) in front of the opposite lower uphill straight lane (-12), there is a front and rear dislocation between the left and right straight downhill lanes (-123) and the opposite lower uphill straight lane (-12). The height space of diversion outlet (-2) is satisfied, the longitudinal straight line is composed of left and right straight uphill lanes (123), the upper straight lane (11), and the upper downhill straight lane (12), and the longitudinal left side is composed of left and right straight uphill lanes Driveway (123), upper left-turn diversion (2), upper left-turn lane (21), upper left-right turn confluence (23), upper left-right merge and downhill lane (5), vertical right-hand traffic starts from left-right straight The ramp lane (123), the upper through lane (11), the upper right turn diversion (3), the upper right turn lane (31), the upper left and right turn confluence (23), the upper left and right merge downhill lane (5), The longitudinal U-turn is composed of the U-turn guide lane (4), the trolley U-turn lane (41), and the cart U-turn lane (42). The uphill straight lane (-12) is composed of the left and right horizontal straight lanes (-123), the lower left-turn diversion (-2), the lower left-turn lane (-21), and the lower left-hand turn junction ( -23), the left and right converging and uphill lanes (-5) on the lower level, the horizontal right line consists of the left and right straight downhill lanes (-123), the lower straight lane (-11), the lower right turn diverter (-3), the lower level The right-turn lane (-31), the lower left-right turn confluence (-23), the lower left-right merge slope lane (-5), and the horizontal U-turn is composed of the U-turn guide lane (4), the small car U-turn lane (41), and the cart U-turn lane (42) is formed; The central area cross walkway (10) of the middle floor. 2. The straight and compact all-round overpass bridge for taking off and landing according to claim 1 is characterized in that: at the intersection of two vertical and horizontal roads, a road part lane rises here and turns left, turns right, and goes straight respectively. down, the other road goes down to turn left, turn right, go straight and then go up respectively. 3. The take-off and landing direct and compact all-round overpass according to claim 1 is characterized in that: at the intersection of two vertical and horizontal roads, the slope of the longitudinal straight lane and the opposite slope are misplaced front and rear, and the slope of the horizontal straight lane The descending slope and the opposite rising slope are dislocated front and rear, and the corresponding vertical space is given up for the construction of the left-turn lane due to the front and rear dislocation. 4. The straight and compact all-round overpass bridge for take-off and landing according to claim 1 is characterized in that: the middle space is built with large and small U-turn lanes. 5. The direct and compact all-round overpass bridge for taking off and landing according to claim 1 is characterized in that: a barrier-free cross pedestrian aisle is built in the central area of the middle space.

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